SevenHeavy From United Kingdom, joined Mar 2004, 716 posts, RR: 11 Posted (5 years 3 months 5 days 12 hours ago) and read 1346 times:
Hi,
I guess this question is mainly directed at members with jet flying experience but I would obviusly appreciate comments from anyone who could offer input.
We all know that pilots/airlines use derated engine power settings when conditions permit. What is the minimum (n1/n2) setting that you would use or have used for takeoffs i.e. 92% n1 etc?. I know that the lighter the aircraft and the more runway available means more scope for derated takeoffs but are there any aircraft or company restrictions which dictate minimum settings?.
Wing From Turkey, joined Oct 2000, 1440 posts, RR: 34 Reply 2, posted (5 years 3 months 5 days 9 hours ago) and read 1261 times:
As we mostly fly medium range(around 3 1/2 hours flying )full house(mostly charter flights), my experience is mostly we use 24K derate or 26K + asumed temp thrust reduction.Which wil give you roughly around 95-98 % N1.
SlamClick From United States, joined Nov 2003, 9996 posts, RR: 79 Reply 3, posted (5 years 3 months 5 days 3 hours ago) and read 1206 times:
Under US regulations thrust reductions exceeding 25% of takeoff thrust are not permitted. Most reductions are far less than this as the highest temperatures and the highest centrifugal loads are reached in the last two or three percent. It is just not necessary to make cutbacks that deep. Also should not see a reduced takeoff thrust that is going to be lower than normal climb thrust at accel height. In other words, the plane should not take off, climb to a thousand feet and then INCREASE power.
It is not always possible to discern how much actual thrust reduction was used by looking at the N1 used for takeoff power. I've seen an assumed temperature forty degees higher than actual yeild an N1 in the mid 90s.
Happiness is not seeing another trite Ste. Maarten photo all week long.
Luis777 From Mexico, joined Aug 2004, 89 posts, RR: 0 Reply 4, posted (5 years 3 months 5 days 3 hours ago) and read 1200 times:
Many operators use reduced thrust takeoff whenever performance limits and noise abatement procedures permit. Thrust reduction or derate lowers EGT and extends engine life.
The first method is Assumed Temperature Method (ATM), this method achieves a takeoff thrust less than the full rated takeoff thrust by using an assumed temperature that is higher than the actual temperature. The maximum thrust reduction authorized by most regulatory agencies is 25% below any certified rating, on the 767 PW4000 could be as low as 1.39 EPR and on 737NG as low as 89% N1. (GE and RR use N1 as reference and PW uses EPR)
The second method is fixed derate which uses a takeoff thrust less than full rated thrust for which complete and independent performance data are provided in the Airplane Flight Manual. Derated thrust is obtained by selection of fixed tkeoff derates from the Flight Management Computer (FMC). TO1/CLB1 provides a takeoff/climb limit reduced 3%N1 (approximately 10% thrust). TO2/CLB2 provides a takeoff/climb reduced by 6%N1 (approximately 20% thrust).
G4doc2004 From United States, joined Feb 2004, 123 posts, RR: 0 Reply 5, posted (5 years 3 months 5 days 2 hours ago) and read 1178 times:
Our G-IV with the RR Tay 611-8 engine uses EPR's calculated by the FMS. "Power for the Day" is the max EPR available for use, and is usually in the range of 1.72 to 1.74 depending on temp, etc. "Flex Power" is the de-rated EPR and is what we usually use more for the advantage of extending engine life and making mid-life and overhauls less costly. The de-rated EPR is around 1.53-1.54.
"Failure to prepare is preparing to fail"--Benjamin Franklin
XFSUgimpLB41X From United States, joined Aug 2000, 3315 posts, RR: 40 Reply 7, posted (5 years 3 months 5 days ago) and read 1148 times:
SlamClick- an interesting tidbit about my little bird- whenever we flex, we actually DO increase power for climb thrust. You'll go from 85% to about 88-89% N1 when setting climb thrust. I always thought that was wierd- I guess that's the way the Canuck Jet works.
Lowrider From United States, joined Jun 2004, 2712 posts, RR: 12 Reply 8, posted (5 years 3 months 4 days 22 hours ago) and read 1120 times:
XFSU,
That must be a company specific thing. For flex thrust takeoffs, if the N1 setting is below the climb setting, we leave it there until 10,000, If it was good enough to get you to 1000, the next 8-9 should be easy.
AAR90 From United States, joined Jan 2000, 3012 posts, RR: 50 Reply 9, posted (5 years 3 months 4 days 22 hours ago) and read 1124 times:
The first method is Assumed Temperature Method (ATM)...
The second method is fixed derate...
AA B738 operations utilize BOTH. The lowest N1 I recall seeing was 78%...had to look over the numbers more than twice, but everything matched up and that's what we used. Most often we'll be operating in the low 80% N1 range though.
*NO CARRIER* -- A Naval Aviator's worst nightmare!
Rendezvous From New Zealand, joined May 2001, 467 posts, RR: 0 Reply 11, posted (5 years 3 months 4 days 19 hours ago) and read 1071 times:
You should see the Emirates 777-300s leave Auckland. They go trans-Tasman so flights are 3-4 hours. They use as much runway as a fully loaded 747-400 going to Los Angeles.
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