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:
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Flex temperature, choice of configuration

14th Performance & Operations Conference Bangkok, 4-8 April 2005

Introduction

TOGA ? Or flex ?

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Flex temperature, choice of configuration

14th Performance & Operations Conference Bangkok, 4-8 April 2005

Introduction

CONF 1+F ? or CONF 2 ?

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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

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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

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Conclusion

Flex temperature, choice of configuration

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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

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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

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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

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

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14th Performance & Operations Conference Bangkok, 4-8 April 2005

Conclusion
Recommendations published in the FCOM:

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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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