# TMAX is the standard temp envelope, you can extend into TMAXFLEX with an increased temp envelope.

You can assume a temp hotter than TMAX, but you cant operate if the actual temp is hotter than Tmax. T max is max OAT for given conditions. It is possible to have the reduced thrust setting, indicated with T flex, higher than this. Setting T flex = 65°C, you are saying to the aircraft: Hey, now please give me just as much thrust as you would be able to provide if it were this hot outside: 65°C. The maximum setting is determined by the 25 per cent requirement, hence it is not possible to set Tflex=85 because it would represent a larger thrust reduction than is allowed. A1) The max flex setting is read from RTOW charts or obtained from PC performance calculation. However, if it really was 65 degrees outside, you may not takeoff. it is too hot. Maximum OAT for takeoff is usually lower than that. Tmax(OAT) <> Tmax(flex). The highest values for flex setting are pseudo-temperatures and only serve to set an appropriate level of engine thrust, real OAT for take off is limited by Tmax(OAT). A2) T(flex) must be less than Tmax(flex) but once this condition is satisfied, T(flex) may be actually more than Tmax(OAT). Takeoff with OAT higher than Tmax(OAT) is prohibited. Tflex cannot be higher by more than 25% of OAT. Basically, the requirements for a flexible take off are : 1. Tflex is > OAT 2. Tflex is > Tref 3. Tflex is < or = Tmaxflex For A320 only : Tref = ISA+30, Tmax = ISA+40, Tflex = ISA+55 (Tref and Tflex will vary accordingly for A319 and A321). Simple example : airfield elevation 3000 ft.

. Indeed if V1 = 160 kt with FLX 65 V1 TAS = 172 kt. achieve a SPEED CHECK.--> 2 deg C per 1000 ft lapse rate = 3 x 2 = 6 degrees C --> 15 degrees standard temp at sea level = 15 .for the 2nd or 3rd influences. They also may have different presentations according to airline¶s choice: entry with GW or with TEMP. Determine the MTOW and apply the influence factor corrections. those factors are provided on the chart: .if only 2 lines are provided. apply the correction from first 2 lines (unless OAT "TVMC in which case the last 2 lines apply) . as per the order. the influence factor corrections are provided either in 2 lines or 4 lines.NO SPEED CHECK VERSUS V1 / VR / V2 MIN.OAT) meters gain on distances. If the OAT = 35 °C that day. For Octopus charts. the effective V1 TAS = 164 kt.6 = 9 degrees C --> Tflex from above = 55 + 9 = 64 degrees C.for the 1st influence. This is the last row of flexible temp you will see on your RTOW chart corresponding to that particular ATOW. the corrections are found in FCOM 2-02-24. VMU is necessary. . In all cases the principle to determine the T/O data is the same: 1. For A320 charts. This somehow corresponds to a V1 gain of 8 kt. Tmax for the above example would be = 3 x 2 = 6 degress C --> 40 + 6 = 46 degrees ( at 46 degrees OAT you cannot take off ) NOTE: The use of FLX TEMP adds some ³safety´ margins for T/O. For Octopus charts. The RTOW charts are not exactly the same for A320 and for A319/A321 (Octopus). which could equate to 8 (FLX TEMP . this means that your flex temp for take off should not exceed 64 degrees (25% of rated thrust or Tref). The STOP calculations are computed on V1 TAS 172 kt (as well as would be the GO calculation on the FLX V2 TAS). apply the corrections as follows: .

Various other factors influencing Take-off . V2 min and VMU.HIGHEST FLX TEMP (engine life saving). tailstrike). you may use the BOTTOM 2 LINES with NO SPEED CHECK. . NOTE: For Octopus charts. apply all influence corrections first. Use MAX T/O and the SPEED associated to MTOW or the SPEEDS ASSOCIATED to CURRENT GW if all those speeds are lower. For Octopus charts: . if GW is lower than any GW provided on the charts. apply the FLX and Speed corrections as required. and check the resulting speed versus V1.g.if 4 lines are provided. or on rough runways to decrease the T/O speeds. T/O is NOT POSSIBLE UNDER THE PRESENT CONDITIONS. If 4 line corrections are provided. FLX is NOT POSSIBLE.PREFERRED CONF FOR COMFORTABLE A/C HANDLING (e. . Then apply the speed decrement corresponding to lower GW. If the SPEED CHECK is NOT SUCCESSFUL. e. The preferred T/O CONF is thus CONF2 as long as it does not induce a reduction of FLX TEMP higher than 5°. USE THE 2 BOTTOM LINES (no speed check required). A high T/O CONF is preferable to minimize tailstrike risks. and CHECK SPEEDS VERSUS V1 / VR / V2 and VMU.. 2. 1 kt/t. A low T/O CONF (1+F) is preferable to optimize the climb gradient more specifically in hot weather. this is very conservative. Determine the FLEX TEMP and apply the influence factor corrections.if the SPEED CHECK is NOT SUCCESSFUL.for the 1st influence correction.g. VR.LOWER T/O SPEED and .for the next one. As a consequence the general criteria to determine the best T/O CONF are: . T/O CONFIGURATION CHOICE CONF 1 + F / CONF 2 / CONF 3 may be elected for T/O. same method. . CONF 2 provides the best compromise to fulfil these criteria.

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