Flex and Derate Takeoff and Climb

Operational Liaison Meeting Fly-By-Wire aircraft
2004
Flex/Derate, Engine Bump

and Derated climb
Related issues
Customer Services
MAIN
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
FLEX TAKEOFF / DERATED TAKEOFF

BUMP
DERATED CLIMB
Flex/Derate comparison, Engine Bump and Derated climb
Page 2
Flexible Thrust Takeoff
Weight
Max TOW
Conditions of application:
TREF < Tflex,
Todays OAT < Tflex
Tflex < Tflex max
Thrust
Available
Thrust
Flat rated Thrust
EGT Limit
Actual TOW
MAXIMUM
THRUST
REDUCTION
Needed
Thrust
This reduction level depends on A/C model

OAT
OAT
Tref
Flex Temp
T Flex max
Page 3
Flexible Thrust Takeoff

Flexible Takeoff procedure: at any
moment, pilot can recover TOGA
Thrust
VMC certified for TOGA thrust
TOGA
Thrust
Flat rated Thrust
EGT Limit
Flexible
Thrust
OAT
Tref
Flex Temp
Temperature
Page 4
Derated Thrust Takeoff

Each derate level is certified and is associated to a new
set of performance data
Certified
Certified
Certified
Certified
Certified
engine
engine
engine
engine
engine
Lets have a look to the charts ...

Page 5
For the A340-500/600, two

new derate levels have been
added: 32% and 40%
Page 6
Derated Thrust Take-off on short and contaminated

runways
3900 m
+32.9 tons
3500 m
+83.2 tons
Page 7
Derated Thrust Takeoff

Derated Takeoff procedure: pilot
cannot recover TOGA.
Thrust
Thrust for VMC computation at DERATED TO rating
TOGA Rating
Derated Rating
Derated
Thrust
OAT
OAT
Page 8
TOGA
DERATE
: VMCG = 105 kts

: VMCG = 100 kts
Page 9
TOGA
DERATE
: VMCG = 105 kts

: VMCG = 100 kts
DO NOT USE THESE FIGURES AS A REFERENCE
Page 10
ECAM Message
Therefore the use of TOGA together with a set of
V1/Vr/V2 for DERATE takeoff must be prevented
The aircraft protects the crew against MCDU

typing errors during cockpit preparation
Lets see how ...
Page 11
ECAM Message
Lets assume that no FLEX/DERATE level has been
entered into the FMS
But
The thrust level is set to FLX/MCT at takeoff
A warning message appears on the ECAM
IMPORTANT:
IMPORTANT:
This
This message
message depends
depends on
on whether
whether the
the
DERATED
DERATEDTAKEOFF
TAKEOFFoption
optionisis
installed
installed and
and available
available on
on the
the aircraft
aircraft
Page 12
ECAM Message
For aircraft without the DERATED TAKOFF option on board:
The message request the pilot to set TOGA
Even if FLEX takeoff was envisaged by the pilot, TOGA

is proposed when the FLEX information is missing in
the FMS
Page 13
ECAM Message
For aircraft with the DERATED TAKOFF option on board:
The message requests that the pilot sets IDLE
CONCLUSION:
CONCLUSION:
For
For those
those fleets
fleets where
where both
both options
options coexist,
coexist,
additional
additional pilot
pilot briefing
briefing may
may be
be required.
required.
In this case, the risk of performing a TOGA
takeoff with DERATE takeoff speeds exists,
the takeoff must be aborted
Page 14
Reduced Thrust Level
Weight
Max TOW
Conditions of application:
TREF < Tflex,
Todays OAT < Tflex
Tflex < Tflex max
Thrust
Available
Thrust
Flat rated Thrust
EGT Limit
Actual TOW
MAXIMUM
THRUST
REDUCTION
Needed
Thrust
Lets have a look at these reduction levels more in detail ...

OAT
OAT
Tref
Flex Temp
T Flex max
Page 15
Reduced Thrust Level

THRUST
ACTUAL SITUATION:
A318/319/320/321 25% (Flex only)
% TOGA
A330-200/300
25%
A340-200/300
25%
A340-500/600
40%
PLANNED EVOLUTIONS
Tref
Tflex max
AVAILABILITY DATE
A319-200/300
25% (24% Derate)
Upon Request from MID 2004
A320-200/300
25% (24% Derate)
A321-200/300
25% (24% Derate)
A330-200/300
40%
Under evaluation
Page 16
Transition to CLIMB THRUST

At high levels of DERATE, the TAKEOFF THRUST
may fall below the CLB THRUST
An increase of thrust must be avoided when pulling
the lever to the CLB detent
An automatic transition sequence to MAX CLB has

been implemented for the different engine models
LETS
LETS SEE
SEE HOW
HOW THIS
THIS WORKS.
WORKS.
Page 17

TRENT 500 :
EPR
CLIMB ADJUSTEMENT
No
No unexpected
unexpected thrust
thrust increase
increase
Climb
Climb performance
performance unchanged
unchanged
CLIMB
FROZEN
FLEX/DERATE
WASHOUT
Time
20 s
Thrust Lever
Position
FLX/MCT
40 s
CLB
THRST RED ALT

Page 18

A319: Low Mach Max Climb Logic
Throttle in FLX detent
Throttle in CL detent
Thrust
Max Takeoff
Reduced thrust
LOW DERATE
Basic MCL
Reduced thrust
LOW MACH MAX CLIMB

LOGIC
Max Takeoff - 25%
0.30 0.35 (CFM)

0.40 (IAE)
Mach
Number
On A320 and A321, the current Max Climb rating provides sufficient room for 25 %
thrust reduction.
For future evolutions, similar solutions will be applied (25% 40% for A330)
Page 19
MAIN

BUMP
DERATED CLIMB
Page 20
Bump
The bump is an increased takeoff thrust .
The bump can be occasionally used when the basic

maximum takeoff thrust does not provide the required
performance.
There is no possibility to set an intermediate thrust

between the basic maximum takeoff thrust and the bump
Page 21
Bump
Various bumps were defined for the early A320 models, as
a function of the customers requirements.
For the latest A320 family models, the bump can be made
available on the following models:
4A321-211
4A321-231
AA321A
AA3210
4A320-214
4A320-233
Page 22
Bump
These bumps provide between 6 and 10% more thrust
than the basic one.
They are available only with specific FADEC standards:

4IAE
engines: SCN18
4CFM engines: 5BL
These bumps are available, but not yet certified as no

customer has ordered this option yet.
A lead time of about 9 months will be necessary once we

get a customer order
Page 23
Bump
Long range aircraft:
A340:
Presently, a bump is available only for the A340-313 gross
weight.
4A330:
A bump will be certified mid-2004 on the A330-202. It will
provide the thrust of the CF6-80E1A3.
Page 24
Bump
Bump activation:
The bump is activated by two guarded pushbuttons,
placed on the thrust levers on the A320 Family and on
the external thrust levers on the A340.
It can be used with all engines operating and remains active

in case of one engine failure.
GUARDED
PUSHBUTTONS
GUARDED
PUSHBUTTONS
GUAREGGU
Page 25
MAIN

BUMP
DERATED CLIMB
Page 26
Principle of thrust reduction

When the MAX CLB thrust is not necessary during the
CLIMB phase, it can be performed with less thrust.
TOC
THRST
RED ALT
It applies to the climb phase, so its use is completely

independent of that of the DERATED TO
Benefits of thrust reduction
4save
the engine life ( engine stress)

4reduce maintenance costs
Page 27
Derated Climb concept

Two levels of derated climb available through MCDU
Implementation: EPR/N1 decrement applied on MCL
EPR/N1
Decrement is function of pressure altitude, delta ISA and
engine bleed configuration.
Result:
4less
severe engine operations and resulting lower engine

DMC,
4slightly increased climb fuel/time to reach the same flight
level.
The DERATED CLIMB is basic in the LR family since 1997

This option is not available in the SA family
Page 28
Engine strain reduction

In order to maintain the same climb capabilities, the
Derated Climb features a Washout function:
A340-600 RR Trent 500 Derated climb / Max climb washout function
5
Max climb
Climb thrust derate
-5
D1
ISA+10C and below
-10
D2
ISA+40C
ISA+30C
ISA+20C
-15
-20
0
10000
20000
Altitude (ft)
30000
40000
Page 29
Derated climb operational effect

Example:
MTOW
MTOW
/ Trent 556
4Initial weight 372t
4ISA
4climb law 250kt/320kt/.82 to FL330
4A340-642
Time
Timeto
toTOC
TOC
DCL1:
DCL1: +6min
+6min
DCL2:
DCL2: +10min
+10min
Distance
Distanceto
toTOC
TOC
DCL1:
DCL1:+40nm
+40nm
DCL2:
DCL2:+64nm
+64nm
Fuel
Fuel(const
(constdist)
dist)
DCL1:
DCL1: +89kg
+89kg
DCL2:
DCL2: +184kg
+184kg
Page 30
AIRBUS Derated Climb Recommendations

ISOTIME WEIGHT (Kg)
REFERENCE MAX STRUCTURAL WEIGHT 250/320/M0.82 MAX CLB
350000
EXAMPLE:
TOC
FL330 to determine which level of
AIRBUS
proposes
a =method
MCLB
MCLB
climb thrust
DCLis
1 required to guarantee the same climb
capabilityDCL
as 2when at MTOW with MAX CLB THRUST
340000
330000
DCL1
DCL1
320000
310000
300000
Identically TOW=336.3
The
TOW=320.5
tons
at DCL2
tons
at
DCL1
provides
provides the same climb time
same
to
tothe
TOC
as climb
Max time
Structural
TOCatasMAX
Max
Structural
Weight
CLB
Weight at MAX CLB
DCL2
DCL2
290000
15000
20000
25000
30000
FL330
35000
40000
INITIAL CRUISE ALTITUDE (ft)

Page 31
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.
AN EADS JOINT COMPANY

WITH BAE SYSTEMS
Page 32

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Operational Liaison Meeting Fly-By-Wire aircraft

Flex/Derate, Engine Bump

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

FLEX TAKEOFF / DERATED TAKEOFF

Flex/Derate comparison, Engine Bump and Derated climb

Flexible Thrust Takeoff

Flat rated Thrust

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

This reduction level depends on A/C model

Flexible Thrust Takeoff

VMC certified for TOGA thrust

Flat rated Thrust

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Derated Thrust Takeoff

Lets have a look to the charts ...

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

For the A340-500/600, two

Flex/Derate comparison, Engine Bump and Derated climb

Derated Thrust Take-off on short and contaminated

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Flex/Derate comparison, Engine Bump and Derated climb

Derated Thrust Takeoff

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Flex/Derate comparison, Engine Bump and Derated climb

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

: VMCG = 105 kts

Flex/Derate comparison, Engine Bump and Derated climb

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

: VMCG = 105 kts

DO NOT USE THESE FIGURES AS A REFERENCE

Flex/Derate comparison, Engine Bump and Derated climb

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

The aircraft protects the crew against MCDU

Flex/Derate comparison, Engine Bump and Derated climb

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Flex/Derate comparison, Engine Bump and Derated climb

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

The message request the pilot to set TOGA

Even if FLEX takeoff was envisaged by the pilot, TOGA

Flex/Derate comparison, Engine Bump and Derated climb

Flex/Derate comparison, Engine Bump and Derated climb

Reduced Thrust Level

Flat rated Thrust

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Lets have a look at these reduction levels more in detail ...

Reduced Thrust Level

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

25% (24% Derate)

Upon Request from MID 2004

25% (24% Derate)

Upon Request from MID 2004

25% (24% Derate)

Upon Request from MID 2004

Flex/Derate comparison, Engine Bump and Derated climb

Transition to CLIMB THRUST

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

An automatic transition sequence to MAX CLB has

Transition to CLIMB THRUST

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

THRST RED ALT

Transition to CLIMB THRUST

LOW MACH MAX CLIMB

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Max Takeoff - 25%