a320fan From Australia, joined Apr 2009, 17 posts, RR: 0 Posted (3 months 1 week 4 days 7 hours ago) and read 1227 times:
I have heard a rumor that E-Jets can only operate in temperatures below 35 degrees C. Is this true? If so what do operators do if the temp is above 35. I know that Virgin Australia flies E-jet aircraft into MQL and AYQ where temperature's are very often above this "limit" as well as the large capital city airports of SYD , BNE, MEL, PER and other's during summer months exceeding this often. Surely an airline wouldn't put up with an aircraft that cannot fly in commonly crossed conditions in there operation. I don't believe this rumor and I cannot remember where I heard it from. I thought I would put it out to the A.net experts for clarification.
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ThePinnacleKid From United States of America, joined Feb 2005, 672 posts, RR: 9 Reply 1, posted (3 months 1 week 4 days 6 hours ago) and read 1219 times:
I imagine that it is (like a lot of airliners)..
ISA + 35.
The ERJ-145 series is limited at that, can't imagine the 170/190's being other than that.
loggat From United States of America, joined Feb 2000, 660 posts, RR: 0 Reply 4, posted (3 months 4 days 6 hours ago) and read 908 times:
The 170 can T/O and Land in heat up to ISA+35C. Pressure altitudes -1000ft to +8000ft (E190 can go to +10000ft). T/O and Land cold limit is -40C. In flight cold limit is -54C up to 25000ft, and then linearly to -62C at 36000ft, holding at -62C all the way up to 41,000ft.
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AF1624 From France, joined Jul 2006, 572 posts, RR: 0 Reply 5, posted (3 months 3 days 9 hours ago) and read 786 times:
On a more general note, what elements of the aircraft will fail if these temperatures are exceeded?
I would guess the engines, being that they have temperatures in the 3-5 hundreds of degrees C, would not be affected by such "small" variations of temperature (well, apart of course from thrust being affected)? So what else?
loggat From United States of America, joined Feb 2000, 660 posts, RR: 0 Reply 6, posted (3 months 3 days 4 hours ago) and read 732 times:
Well, as for my airline, in the US we generally will use Jet A fuel which has a gelling point of around -40C, so I'm guessing that our -40C T/O/LDG cold limit is a precaution to prevent fuel feed problems during critical phases of flight. In Canada, we usually get Jet A1 which has a gelling point of around -50C. As for the other limits, there are better experts than me on this board.
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Fabo From Slovakia, joined Aug 2005, 1111 posts, RR: 1 Reply 7, posted (3 months 2 days 6 hours ago) and read 620 times:
Quoting AF1624 (Reply 5): On a more general note, what elements of the aircraft will fail if these temperatures are exceeded?
I would guess the engines, being that they have temperatures in the 3-5 hundreds of degrees C, would not be affected by such "small" variations of temperature (well, apart of course from thrust being affected)? So what else?
I would say it is not a question of "something will fail" but rather "it is not worth bothering to certify".
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Viscount724 From Switzerland, joined Oct 2006, 21465 posts, RR: 24 Reply 8, posted (3 months 1 day 19 hours ago) and read 577 times:
Quoting loggat (Reply 4): The 170 can T/O and Land in heat up to ISA+35C. Pressure altitudes -1000ft to +8000ft (E190 can go to +10000ft). T/O and Land cold limit is -40C. In flight cold limit is -54C up to 25000ft, and then linearly to -62C at 36000ft, holding at -62C all the way up to 41,000ft.
AC had to cancel some flights operated by Jazz CRJ-200s in 2008 when temperatures at Yellowknife (YZF) in Canada's Northwest Territories dropped below -40C for several days (not unusual). Carriers using 737s kept operating normally. http://www.cbc.ca/news/canada/north/story/2008/01/29/cold-jazz.html
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