-

R..JeI vation
~icns NEWSLETTER flo.2lI _·_1915
Figures t and 2 sbow the effect of a
CONTENTS on Trip Fuel and Time respectivel)'.
~ ••••••••.•... 1 The Climb. Cruise and Descent

-
737-300 Foe! CGaoenolloo • 1
CF6, CFM!l6, ,rnD.... • •• 2
.lT9D F.aaIIIe 0perdH
....
W...... Opentloa •••••••. 3
INTRODUcnON
his edition of the Newsletter enroutc could result in failure to
portions of Figure I show how the
total trip fuel requirements are
comprised. These segment pieces can
not be combined to detenrune the
mission fuel for a chansc of Cost
Index during the mission. Because the
FMC uses the CI to optimize trip
profiles. ehengin, the CI while

T contains three articles of achieve minimum operating costs for

general interest. With the the total niShl.
introduction of the 737-300 into FIaure L EIfed or _
airline service in progress, it is billa .. bip fueL
COoI_.....- _ _
appropriate to include an article on ,. . IoolIC'lPI
737·300 Fuel Conservation. Cold loCI_!OI "~T"J"

,--
loCI ,... " 1 " ., ••
Weather Operations contains our ~_ ..._ _ Cl 0.
annual review of the topic for night
crews and maintenance pe:rsoonel. lOt_ _ _
-,,,'1.
• 0 .. , .
~
_
_
_
Engioe operation in • sand and dust
environment is discusacd in en ~ ..._.,om"""'"
_._ -I"

------
IfUlaO~

CFMj6, JTlJD and JT9D EJrgi•• 1'1,IlOO1I.__ '04'\

C C1.0
Operation and MainttlUlnet in a
Sand and Dust Elfw"'nmtnt. 00'___ ., ...
00:1__ 'l _Jo-.

.. ---
737-300 FUEL CONSERVATION CI_O _ _

The 737·300, 757 and 767 models all

C1___ ., .
........... FIpn 2.
_
EIfed
.. triJI-
or _
... equipped with FliJbt Manas--
ment Computer Systems (FMCS) 00 _ _ 1 _ 0 ; ; 'I ....'
which aft: used to optimize per. Table I lists the major items that
" .. 'Vl- ...
fOl"llUUlCC and total operating costs. 1l1011. ~ directly affect 737·300 fuel
lloo lt4I ...
Earlier issues of the Newslelter conservation. Many of tbese aft:
contained information on trip fuel related to Cost Index, socb as climb,
variation with cost index, speed and cruise and dc:scatt speed. Other items
ocher facton for the 757 and 767 sbowD in the table are not dependent
......... This anicle provicIes similar ...... r.tno-,_, no on Cost Index but can have a

..,.
information for the 737·300 airplane. '_~ _ _ l'" significant impact on total fuel
,,",,-II _

"'"'""
consumed. These are:
The: FMCS .... Cool IncIeI (CI) to
optimize performance. Cost Index is
defined as follows: ---
1,.._.,
._'-_~'~I
nm.l
0.....'
~

ttO
'10
• Takeoff flap should be selected at
the lowest allowable flap position
as limited by takeoff weight
requirements and airline policy.
a- UNIT TIME alSI' _OOUAIISIHOUR .............,............ _ ,.,,,,lW)_oooI_
UNIT JIUEL cosr CENTSIPOUND
• Flap extension should be delayed
Table I. Fuel conservation. as Ions as possible consistent with

1
 establishing a stabilizc:d approach
targeting to be in the landing
configuration and close to the
desired reference landing speed
early in the final approach. Early
nap and gear extension increase
fuel consumption.
• CG position. where possible,
should be maintained within the
15 to 22% range.
• Minimize engine-on time on the
ground. Coordinate engine start
time as closely as possible with
ATC departure times. Consider
engine shutdown where possible
during tum around.
• Minimize APU-on time, except
where it can be used instead of
engine on-time.
• Minimize landing weight through
careful planning of fuel loads,
reducing weight of necessary on
board items where possible and
elimination of all unnecessary on
board items.
CF6, CFM!l6, SI'ID AND JT9D
EooPoe Openo_ .... -
lD • Sud ad Dust EII'YiroIuBe81
Periodically, we receive questions
from flight crews about the effect
sand and dusl ingestion have on
engines. This article will discuss only
the CF6, CFM56, JT8D and JT9D
engines. A future issue of Ihe Fuel
Conservation and Operations News-
leller will contain a similar discussion
applicable to the RB211 engines. This
discussion is mtended for both flight
crews and maintenance personnel.
Effects of volcanic ash ingestion and
associated flight crew procedures
were discussed in various Boeing
Operations Manual Bulletins. This
article primarily covers the differ-
ences between volcanic ash and
sand/dust ingestion on engines. It is
most significant that flight crews
should be made aware of the fact that
sand and dust ingestion does not have
the same immediate effect on an
engine as volcanic ash.
2 Fuel Conservation and Operations Newsletter
Volcanic ash and sand or dust contaiD
materials of differing compositions.
The emuenl from large volcanic
eruptions contains two types of
pryoclastic volcanic materials-
glassy and crystalline. Of imponance
to jet engine perfonnance is the melt-
ing temperature of these materials.
Glasses have a characteristic melting
point of between fIX! and 800"C.
Crystallines melt in the range of UOlT
and 1200"C.
The nature of volcanic ash particles
are such tbat molten deposits accu-
mulate on turbine blades and vanes.
Such deposits, which can accumulate
raptdly upon ingestion, reduce high
pressure turbine inlet guide vane area
and cover turbine airfoil cooling
holes. Engine power loss occurring
shortly after entering volcanic clouds
has been attributed to compressor
operating parameter changes due to
reduced turbine inlet area. However.
with sand and dust particles. molten
deposit occur al a slower rate and in
limited lurbine areas. Therefore. the
composition of Ihe sand and dust
particles has not been of general
inleresl.
Unlike volcanic ash, engine opera-
lional problems due to sand and dust
ingestion are not of hamed.lale
concern since engine deterioration
generally occurs al a more gradual
rale, even under the more severe
condilions of exposure. The effects of
engine exposure to sand and dust are
similar 10 that of volcanic ash expo-
sure; compressor airfoil erosion, oil
syslem contamination, and turbine
cooling air passage plugging can
result from sand and dusl ingestion,
but occur over a longer time period.
Our experience indicates for mOSI
operators exposure to sand and dust
occurs infrequently, and erosion of
bigh compressor airfoils is gradual
Noticeable decreases in surge and
EGT margin due to comprcssot air-
roil deterioration do not usually
become apparenl during normal
refurbishmenl inlervals. However, for
operators experiencing severe: expo-
sure to sand and dust, equivalent
enPne deterioration can take place in
one·half to ODe-lhird Ihe lime.
Typically, under severe exposure
approximately 2S-3O percenl of the
takeoffs are made from locations hav-
ing a dusty envirolllIleDt where there
can be an accumulation of sand and
dust on runways and adjacent areas
or prevailing winds blow dust. Sus-
pended particles of dust in lhe form
of a yellow cloud have been observed
as high as 15,000 to 20,000 feet when
winds blow from the Sahara desert.
In addition 10 more rapid compressor
airfoil deterioration noted with severe
exposure condilions, il is also likely
thai particulates may pass the main
bearing labyrinth seals and enter
the engine oil system, or particulates
may enter the lurbine cooling air
system and plug passsages in the
1st turbine blade. lSi turbine vane and
2nd turbine vanes. For example,
mD-3A, .7, ·7A/F/J 2nd turbine
vane prem8tllre distress due 10 dirt
plugging occurs primarily in the
vanes localed at the bottom of tbe
engine where dirt is concentrated.
This is not the case for the JT8D or
other model engines.
MAINTENANCE
RECOMMENDATIONS
The following maintenance guidelines
should be applied to engines subjected
to frequenl sand and dusl exposllre.
~ .... TlorlIIoe
Utilize performance trend monitoring
to determine if an acceIeraled rale of
deterioration is occurring. If engine
operational problems are observed
such as increasing EGT, borescope
the high compressor and turbine for
evidence of airfoil erosion, foreign
object damage or blockage of turbine
airfoil cooling holes. if advanced
compressor airfoil erosion is present,
schedule the engine for removal to
avoid schedule interruptions from
surges and lnnight Shut Downs.
Beyond such special inspections, a
routine program of hot section bore·
scope inspection of lhe 2nd stage
turbine vanes is recommended. The
borescope inspection frequency
ahouJd be iocrascd as exposure to
dust and sand particles increases.
OtIS_
Monitor the differential pressure
switch indicating light during cold
start or run up for impending mter
contamination. Schedule oil filter
changes or oil screen cleaning at
frequencies that wiD avoid unantici·
pated oil system maintenance. Drain
and fl.... the oil system periodically
wben sipiflC&llt oil contamination is
Klenlified.
FLIGHT OPERATIONS
RECOMMENDATIONS
fli&btcrew Ktions that may be
taken on tbe ground under snere
offer protection from snotlI, icc:, or
caposure conditions to minimiu sand
and dust ingestion - CONDITIONS frost if it is applied BEFORE THE
PERMl1TING - are as follows: mNDmONS BEGIN.
• Shut down engines as soon as
pncticaI.
• Avoid tbe ingestion of another
engine's wake.
• Usc reverse thrust judiciously,
particularly at low ground spc:c:ds,
and when there is an accumula-
tion of sand and dust on runways
and adjacent areas.
• Avoid static high power operation
with sand and dust on runways
and adjacent arc&s.
• Usc rolling takeoff thrust scttinl
procedUrc5 contained in the &oe.
ing Operations Manual for your
airplane.
WINTER OPERATIONS
For each of the last few years we have
used the October· December issue of
the Airliner to review cold weather
operations. We are continuing I.his
policy in 1985. Once: again we are
stressing that (he excc:llent safety
record that has been achieved under
adverse weather conditions is
primarily the result of awareness and
undentanding of the maintenance:,
engineering and night crew opera-
Fuel eo.scnalioa aDd OpcraliOti Newsletter
tioool proc<duns whicb apply. Eocb
airline sbou.kI review the available
materials and prepare for cold
weather operations befOR:hand.
PREPARATION FOR FLIGHT -
MAINTENANCE
An airplane ready for night will not
have snow, ice, or frost adhering to
the surfaces.. The rule is MAKE IT
CLEAN and KEEP IT CLEAN.
Anti-icing is the use of glycol-basc:d
nuids on a CLEAN airplane to
prevent snow, icc or frost from
adhering to airplane swfaces.
A coating of undiluted anti-K:ing nuid
applied to a CLEAN airplane may
Dcicinl is the usc of heated water or
heated water/glycol mixtures to
REMOVE KCumUlated snow, tee or
frost.
Apply ANTI-ICING FLUID after
DElCING as a preventalive measure.
After taxiinl or towinl an airplane
into the pte position, REINSPECT
for accumulation of snow, frost, or
icc ... KEEP IT CLEAN'.
AIRPLANE PREFLIGHT -
FLIGHT OPERATIONS
Determine/verify existence of Kinl
conditions.
Consideration should be given to
adoptiRJ an improved climb (over·
spc<d) poticy.
Durinl prdligbt, cbcck to see that the
airplane is free of snow, ice: or frost.
When in doubt, follow recommended
snow, k.e, or frost removal proce:-
dures. The night crew's prdlight
should include but not be limited to
the following areas:
Wing. Tail and - Check free of
Control Surfaces icc, snow or
frost.
Protective Covers - Check that all
are removed.
PitOC Heads and _ Oc:u of ice
StatK: Pons
Engine Inlets - Clear of internal
ice or snow and
fan free to
"'tale.
Air Conditioninl - Oear of snow or
InletslExits ice. oulnow
valve dear and
unobsuucIcd.
landini Gear - Unobstructed
Doors and clear of
SDOW and ice..
Fuel Tank Vents - Cbc:ck clear of
SDOW aDd ice
NOTE: A coatiDS cL frost up to
V&.inch thick is permis-
sible on wiDS lower sunaoe
ONLY in areascold-soaked
by fud between tbe forward
and aft spars..
DO NOT usumc snow wiD blow off
the wings, a layer of icc: could be
under the snow.
Anti-icins/deiciRJ procedures should
be followed whenever they arc
noeded ... THERE IS NO SET
RULE REGARDING FREQUENCY
OP ANTI.IClNG/DElClNG.
FLIGHT OPERATIONS
TuJ
Mainlain GREATER THAN NOR·
MAL distance betwcen airplanes
while tuiinl on ice: or snow covered
taxi and runway surfaces. Blown
snow and slush CAN ADHERE to
YOUR airplane.
00 NOT usc ft:vcrsc thrust on snow
or slush covered ramps, taxiways or
runways unless ABSOLUTELY
NECESSARY. If teVene thrust is
used durinl lui, the airplane
(espocially the leailing edges) must be
carcfuDy re-inspected for accumu-
lation of snow, slush, icc: or frost.
Taxi with FLAPS UP ifuui route is
through slush or standinl water in
low temperatures. Do oot ac:eomplish
takeoff checklist until naps are
extended.
J
During icing conditions, periodically
run up the engines to as HIGH a
thrust selting as practicable ... Ibis
is necessary to provide sufficient
energy for icing protection thereby
REDUCING the possibility of ICE
ACCUMULATION on ENGINE
PROBES.
During icing conditions, lurn
ENGINE (and ground WING uti-
i<:< ifinstal1cd) ON IMMEDIATELY
after engine start.
As n=ssuy. verify that the airplane
is FREE of'snow or ice before movinJ
inlo position for lakeoft'.
Takeo" ProcedureI
00 NOT use reduced thrust for
takeoff wben runway is conlaminalcd
with snow. ice, slush, or standing
waler.
DO accomplish an engine: run·up to
as high a thrust as possible and check
for STABLE engine operation
BEFOREbnk..........
After takeoff EPR bas been set, DO
check to see that il is in agreement
with N I and other cockpit incfications
are normal.
00 roIale smoothly and normaUy
(no< to exc:eed 3" per second) ..
VR' .. NOT BEFORE.
ne.:-t .... ' ......
ANTICIPATE the need for enJineI
nacelle and/or wins anti-ice at aU
times, especiaIly DURING deocenL
CLOUDS ARE COIIIiden:d visible
moisture when visibility is less than
one mi1e.
OBSERVE Boeing Operalions
Manual miDimum N I IimiI8 duriq
DESCENI' wben anti-icing systems
... used.
If available. arm the AtrrOBRAIE
and AUI'OSPOILER systems before
landing.
DEPLOY speed brakes IMMEDI·
ATELY after main gear contact with
the runway.
4 Fuel Coasenation and Operations Newsletter
Lower nose wbeel 10 the runway
IMMIDIATELY as the speed brakes
and Ihrusl reversers are being
acluated.
00 NOT hold nose gear oft' runway.
Apply brakes smoothly and symme-
trically wilb moderate-to-firm
pressure UNTIL a safe stop is
ASSURED.
LET THE ANTI-sIW> SYSTEM
DO ITS WOR\(.
00 NOT use asymmetric reverse
thrusl on icy or slippery runways.
BE PREPARED for possible down-
wind drift on slippery runways wilh
a crosswind when using revene
thrust.
DO NOT A1TEMPI' to turn offth.
runway until speed is reduced 10 a
PRUDENT level.
REFERENCE MATERIAL TO
REVIEW
FAA Approved Airplane Flilb.
Manual,
•
•
Section 1
Section 3
LIMITAnONS
NORMAL
PROCEDURES
PERFORMANCE
• Section 4
Boemg Operatioos Manual,
• Normal Procedures Section
• Operation on Prccipitatioa
Covered Runways di8cusaion.
Boeing M.mtenaDCe Manual -
Cbapter 12
• COLD WEATHER
MAINTENANCE.
Boeing AIRLINER articles
Octob..- - December 1982,
• Cold W.,/w, Operolion
Article discusses maintenance
........_ of airplanes during
. cold weather. flighl crew pre-
flight and operational prncedures
are also discussed extensively.
• PT} Engine Inlet Probe king
Jl1JD engine probe icing and its
effects on EPR indicalion is
presented.
Boem8 videocassette/l6mm film
• Cold Wegt/te, AwaTPne.u
A convenient way for flighl crews
and maintenance personnel 10
review significant cold weather
lopics.
Boeing AIRLINER articles,
Octob..-·December 1983,
• Winter Operations - Keep II
Clean
Detailed discussion of the effects
of frosl. snow or ice contamina·
lion on airplane performance and
handling characleristics.
• PlYparolion for Cold Wegllier
Review of maintenance and ftiaht
operations procedures.
• PT} Engine Intel hobt Icing
...-.
Effects of PT2 probe icinl
SUMMARY
While Ibe malaial diIcuued in this
article is DOl new, nevertbelell it is
importaDt that it it reviewed by airline
mainh>D.IDN'! and Right operations
personnel. Advance pI'eI:WatioD (or
cold weather operations will ISIist in
ensuriDg that u imprcssNc safety
record is maintained this winler.
BOEING F1JEL CONSERVATION
ANDOp~nONSN~'~R
FUght Opera_ Eeglneeri. .
Iloeiq c...aerdaI Ai""" e->,
FUght Tecbnklll SectIon
P.O. 80. 3707. SeIItdt WA 98U4
Telepltoae (06) 65$.3115