Академический Документы
Профессиональный Документы
Культура Документы
2004
Customer Services
Contents
Introduction Rolling Takeoff Engine-Related Issues during Takeoff Power Check FADEC Logics during Takeoff (KOZ and MEASTO)
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Introduction
The Takeoff Thrust Setting Procedure
Page 3
Contents
Introduction Rolling Takeoff Engine-Related Issues during Takeoff Power Check FADEC Logics during Takeoff (KOZ and MEASTO)
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Rolling Takeoff
for which the thrust setting sequence is initiated while the aircraft is moving. 4Thrust is not set under the brakes.
aircraft does not stop, when it enters the runway 4When the aircraft is aligned, the brakes released and the thrust setting sequences are initiated.
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Page 5
Rolling Takeoff
Advantages
4Less
risk of FOD (less risk of ingestion) 4Takeoff can be conducted earlier 4Less risk of high power setting at low speeds (stall prevention) 4Less brake wear 4Smoother for passengers
Disadvantages
4Engine
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
response can differ (small dissymmetry) 4Alignment on the runway axis may be longer
Rolling Takeoff
the Standard Operating Procedures (SOP) -FCOM 3.03.12 Rolling takeoff is recommended, when possible
However:
4This
recommendation was sometimes considered too strong. Some operators felt obliged to perform it systematically. 4Rolling takeoff requires crew familiarization with the rolling takeoff piloting technique 4In some situations, the rolling takeoff technique is not recommended (Engine Intermix operations).
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
takeoff is permitted Left up to the crew to decide whether or not to perform a rolling takeoff
Page 7
Contents
Introduction Rolling Takeoff Engine-Related Issues during Takeoff Power Check FADEC Logics during Takeoff (KOZ and MEASTO)
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
caused by:
caused by:
Contents
Introduction Rolling Takeoff Engine-Related Issues during Takeoff Power Check FADEC Logics during Takeoff (KOZ and MEASTO)
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Power Check
Engines must reach the takeoff rating limit, established for the
takeoff conditions:
4Engines
N1 or EPR must be equal to the rating limit value: If one engine does not reach it, the takeoff should be rejected. In case of engine failure, takeoff performance is not guaranteed. of engine parameters is done during takeoff: N1/EPR, and EGT In particular, the power check callout is done before 80 knots. is the criteria/tolerance for aborting a takeoff: For performance reasons, all engines should reach the rating limit As a guideline, it is accepted that if a difference lower than:
4Monitoring
4What
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
1% N1 0.01 EPR
It is the crews decision It is always the crews responsibility to check that the thrust is satisfactory for takeoff
Takeoff Thrust Setting
Page 11
Contents
Introduction Rolling Takeoff Engine-Related Issues during Takeoff Power Check FADEC Logics during Takeoff (KOZ and MEASTO)
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
1.4 -
Acceleration Rate of 0.04 EPR/second 1.2 AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
1.0 I 0 I 5 I 10
4Reduced
acceleration rate with altitude, to compensate for the stall margin loss.
4000ft 0 feet -2000 feet
in production, an
the thrust lever is advanced through the KOZ , there is a pause in the EPR command at the lower EPR command limit. EPR command will remain at the lower command limit, until the thrust lever is advanced such that the corresponding EPR command exceeds the upper EPR command limit. engine power will continue to increase with the thrust lever position.
4Then,
STABILIZATION
Page 18
In EPR mode, KOZ changes are based on the daily temperature. In N1, the Keep Out Zone is between
61% to approx. 74%
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
felt in the takeoff procedure 4Low probability to reach this value during taxi With the exception of the Ice Shedding Procedure
Takeoff Thrust Setting
Page 19
tailwind or high crosswind: The performance impact is 25 meters in the takeoff distances
STEP SUPPRESSED
PRE-SCN17
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
SCN17
IDLE
main risk occurs during stabilization at low, or zero, aircraft speed: For the Ice Shedding Procedure For maintenance run-ups 4It is covered in the Airbus SOP.
recommends embodiment of the SCN17 FADEC Software 4This software is basically installed on the production line.
Page 21
Contents
Introduction Rolling Takeoff Engine-Related Issues during Takeoff Power Check FADEC Logics during Takeoff (KOZ and MEASTO)
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Engine Thrust Loss ECAM Message on A340 CFM 56-5C A. ICE ENG X VALVE OPEN is triggered when:
4There
COMPARISON
ENG ANTI-ICE VALVE POSITION
EE R AG DIS
PUSHBUTTON POSITION
FWC
IF
Also, the current FADEC does not provide adequate thrust for
takeoff:
4Because
takeoff thrust is computed by taking into account the position of engine anti-ice valve (N1 decrement applied).
F A D E C
If DISAGREE
Takeoff Thrust Setting
IF DISAGREE
Takeoff Thrust Setting
No N1 decrement applied
Page 25
FADEC provides adequate thrust, and increases the EGT to compensate for the effect of engine anti-ice extraction. for engines with a low EGT margin, and for temperatures higher than the corner-point, will it lead to an EGT overlimit.
4Only
Conclusion
Rolling takeoffs may be advantageous in certain circumstances.
4 However, it is up to the crew to apply this technique.
it may vary slightly from one engine to another, and depends on wind conditions.
This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.
Page 29