14th Performance & Operations Conference
Bangkok, 4-8 April 2005
Presented by:
Monique FUERI
Director Operational Performance
Flex temperature, choice of takeoff configuration
Contents
Introduction Principle of takeoff optimization Flexible thrust Choice of takeoff configuration
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Conclusion
Flex temperature, choice of configuration
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Introduction
When takeoff is not performance limited, the pilot must make a choice:
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Flex temperature, choice of configuration
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Introduction
TOGA ? Or flex ?
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Flex temperature, choice of configuration
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Introduction
CONF 1+F ? or CONF 2 ?
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
or CONF 3 ?
Flex temperature, choice of configuration
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Introduction
In some cases, TOGA is mandatory, but choice of configuration remains
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Selection of a given takeoff configuration affects the level of necessary thrust
Flex temperature, choice of configuration
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Contents
Introduction Principle of takeoff optimization Flexible thrust Choice of takeoff configuration
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Conclusion
Flex temperature, choice of configuration
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Principle of takeoff optimization
The takeoff optimization is based on speeds optimization
TOW 2nd segment MTOW
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Runway
V2/Vs Optimum V2/Vs
Flex temperature, choice of configuration 8 14th Performance & Operations Conference Bangkok, 4-8 April 2005
Principle of takeoff optimization
In some cases, the limitations do not intersect, only one of them is limiting: 2nd segment,
TOW
Runway
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MTOW
2nd segment
V2/Vs
Flex temperature, choice of configuration 9 14th Performance & Operations Conference Bangkok, 4-8 April 2005
Principle of takeoff optimization
In some cases, the limitations do not intersect, only one of them is limiting: 2nd segment, or runway
2nd segment TOW
MTOW
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Runway V2/Vs
Flex temperature, choice of configuration 10 14th Performance & Operations Conference Bangkok, 4-8 April 2005
Contents
Introduction Principle of takeoff optimization Flexible thrust Choice of takeoff configuration
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Conclusion
Flex temperature, choice of configuration
11
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Flexible thrust
Benefits of thrust reduction
save the engine life improve engine reliability
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reduce maintenance costs
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Flexible thrust
Weight
Max TOW
Thrust
Flat rated Thrust EGT Limit
Available Thrust Needed Thrust
Actual TOW
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OAT
Tref
Flex Temp
OAT
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Flexible thrust
FLEX temp
CONF 1+F CONF 2 CONF 3
long runway: CONF 1+F optimum
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short runway: CONF 3 optimum Runway length Valid for all Airbus types, but A340-500/600, for which CONF3 is in most cases the optimum ,whatever the runway length
Flex temperature, choice of configuration 14 14th Performance & Operations Conference Bangkok, 4-8 April 2005
Flexible thrust
Flexible thrust should not be used in the following conditions:
Contaminated runway Windshear expected
FLEX temp CONF 1+F
Optimization of flexible thrust :
CONF 3 on short runways
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CONF 2 CONF 3 long runway: CONF 1+F optimum
CONF 1+F on long runways
short runway: CONF 3 optimum Runway length
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Contents
Introduction Principle of takeoff optimization Flexible thrust Choice of takeoff configuration
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Conclusion
Flex temperature, choice of configuration
16
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
CONF1+F on long runways not advisable:
On high altitude airports On badly paved runway
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On aircraft prone to tailstrike
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
Tailstrike events in airline operation at takeoff:
Few on Single Aisle aircraft (since ELAC modification in 1995):
2 on A321 5 on A320
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1 on A330, due to early rotation Several on A340
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
4 engine aircraft more prone to tailstrike:
Lower thrust/weight ratio than twin engine aircraft Takeoff speeds closer to VMU
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Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
Twin engine aircraft: usually not at minimum speeds
TOW 2nd segment MTOW
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Runway
V2/Vs
Optimum V2/Vs
Flex temperature, choice of configuration 21 14th Performance & Operations Conference Bangkok, 4-8 April 2005
Optimum V2/Vs
Choice of takeoff configuration
4 engine aircraft: very often at low speeds
TOW 2nd segment
MTOW
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Runway V2/Vs
Optimum V2/Vs
Flex temperature, choice of configuration 22
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
Increase in flaps setting increases the V2/Vs:
TOW 2nd segment CONF 1+F
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2nd segment CONF2
2nd segment CONF3 Runway CONF3 Runway CONF2 Runway CONF1+F
Opt. V2/Vs CONF1+F
Opt. V2/Vs CONF2
Opt. V2/Vs CONF3
V2/Vs
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
The risk of tailstrike can be minimized by increasing the flaps setting. Twin-engine aircraft: low risk. A340-200: lower risk of tailstrike due to shorter fuselage allowing a higher pitch attitude at takeoff
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A340-500/600: CONF 3 is the optimum configuration for takeoff A340-300: possibility to increase the tail clearance at lift-off:
Higher flaps setting lower flexible temperature
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
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Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
Effect of a higher flaps setting on tail clearance:
CONF 1+F to CONF 2 : 0.6 to 0.9 ft CONF 2 to CONF 3 : 0.9 to 1 ft
CONF 1+F to CONF 3 : 1.5 to 1.9 ft
Effect of a higher flaps setting on flexible temperature:
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CONF 1+F to CONF 2 : generally less than 1C CONF 2 to CONF 3 : generally less than 2C
CONF 1+F to CONF 3 : generally 2 to 3C
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Choice of takeoff configuration
For the A 340, possibility to increase the tail clearance at lift off by 1 to 2 ft at the expense of 2 to 3C of flexible temperature. Effect of thrust reduction on maintenance costs:
Reduction in maintenance costs
The last percents of thrust reduction save about 5 times less maintenance costs than the first ones
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% thrust reduction
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Contents
Introduction Principle of takeoff optimization Flexible thrust Choice of takeoff configuration
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Conclusion
Flex temperature, choice of configuration
28
14th Performance & Operations Conference Bangkok, 4-8 April 2005
Conclusion
Recommendations published in the FCOM:
AIRBUS 2005 S.A.S. All rights reserved. Confidential and proprietary document.
Flex temperature, choice of configuration
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14th Performance & Operations Conference Bangkok, 4-8 April 2005
Conclusion
Contaminated runway: TOGA and configuration giving the lowest speeds Windshear conditions: TOGA and lowest flaps setting High altitude or badly paved runway: Flexible thrust, and preferably CONF2/CONF3 Other conditions,for all Airbus types, except A340-200/300: Maximize flexible temperature, but consider a higher flaps setting if it decreases the takeoff speeds, at the expense of a few degrees of flexible temperature (For A340-500/600, CONF3 is the best as well for flex as for tailclearance). Other conditions for A340-200/300: Flexible thrust and preferably CONF2 or CONF3:
The highest flaps setting when flexible temperature is well above Tref (~ 15C above) Only one step of flap higher when flexible temperature is close to Tref
Flex temperature, choice of configuration 30 14th Performance & Operations Conference Bangkok, 4-8 April 2005
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