CFM General

Technical Features

New Engine Technologies

Certification & Testing

Engine Performances

Normal Operations & Cost Savings

Selected Abnormal Operations

 CFM Flight Ops Team in

Capt Jens Berlinson Capt Max Moutoussamy

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM Flight Operations Support
Specifics Tasks

Interface with customers’ Flight Operations

Lowering Cost Of Ownership
Answer questions involving engine operation
Explain and clarify engine operation procedures when necessary
Training in optimized use of the engine
Technical Overview
Power Management
Reduced Thrust Takeoffs
Inclement Weather
Normal/Abnormal Procedures
Diagnostics
Fuel Conservation
Reduced Thrust Takeoffs
Engine Out taxi
Normal vs. Derated Climb
Normal Reverse Thrust vs. Idle Reverse Thrust
Water wash
Cost of carrying weight
Entry Into Service
Operational Events

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM Flight Operations Support
Specifics Tasks

Interface with airplane manufacturers’ Flight Op’s

- Flight Crew Operating Manuals
- Operational Events
- Symposiums and Seminars
- Engine and associated system
- Answer questions involving engine technology and operation

Internal cooperation
- Providing the Voice of the Customer internal to CFM
- Providing the Voice of CFM to the customer
- Assist with accident investigation
- Assist in sales and marketing campaigns
- Contribute to operating documents
- Flight Manual
- Specific Operating Instructions (SOI)
- Operators Engineering Bulletins (OEB)

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM Flight Operations Support
GOALS

• Optimize use of CFM Engines

• Improve Customer Relations

• Enhance Product Reputation

• Reduce Engine Maintenance Costs and Fuel burn

• Increase Safety

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
Flight Operations Support

CFM General
 CFM56 Joint Venture between 2 Leaders
GENERAL ELECTRIC, USA FRANCE

SALES, SALES, PRODUCT SUPPORT

PRODUCT SUPPORT CFMI VILLAROCHE,
CFMI CINCINNATI, FRANCE
OHIO, U.S.A.

Established in 1974

CFM: MOST SUCCESSFUL ENGINE JOINT VENTURE EVER

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CFM Flight Operations Support – September 16th, 2009
2047T-03/02
CFM International Proprietary Information
 Simple Work Sharing : 50% SNECMA, 50% GE

1
1 FAN
3 LOW PRESSURE TURBINE
SNECMA 4 ACCESSORY DRIVE
- Installation
- Lube / Fuel system and accessories
4 2 CORE ENGINE
GENERAL - System design integration
ELECTRIC - Control systems :
- Main Engine Controls / FADEC

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CFM Flight Operations Support – September 16th, 2009
1105T-BR-03/02 CFM International Proprietary Information
 CFM56 Family Today
As of January 31st, 2012

A318 737-300 C-40

• 500+ Customers
A319 737-400 MMA

• 9680 aircrafts/22,970 engines in service

A320-100/-200 737-500 KC-135R

• 569 million engine flight hours

A321-100/200 737-600 E-3

• 319 million engine flight cycles

A340-200 737-700 C-135FR

• 110,000 Engine Flight Hours every day

A340-300 737-800 E-6

A340 Enhanced 737-900 RC-135

THE WORLD’S MOST POPULAR ENGINE

DC-8-71/-72/-73 B737 AEW&C KE-3 10
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Reliability Rates
As of January 31th 2012 (Rate/Number of events)

CFM56

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Flight Operations Meeting

Technical Features
CFM56-5B
 CFM56, family
CFM56-2 (1979)
22 / 24 Klb CFM56-3 (1984)
18.5 / 20 / 22 / 23.5 Klb
CFM56-5A (1987)
22 / 23.5 / 25 / 26.5 Klb

CFM56-5C (1991)
31.2 / 32.5 / 34 Klb
• DC8
• KC-135 FR
• C-135 FR BOEING 737
• E-3 (AWACS) 300 / 400 / 500
• KE-3 ( Tanker) AIRBUS
• E-6 A319 / A320 CFM56-5B (1993)
21.6 / 22 / 23.5 / 27
30 / 31 /33 Klb

AIRBUS
A340

CFM56-7B (1996)
AIRBUS
19.5 / 20.6 / 22.7
A318 / A319 / A320 / A321 24.2 / 26.3 / 27.3 Klb

… 18 KLB TO 34 KLB …
GROWTH CAPABILITY WITH COMMONALITY BENEFITS
BOEING 737
600 / 700 / 800 / 900
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B, Modular Design
STA 0 STA 12 STA 25 STA 3 STA 49,5

3
2

STA 0 : Ambient condition

Short
Compressor
STA 12 : Fan inlet

STA 25 : HP inlet
5 bearings

STA 3 : HP compressor discharge

STA 49,5: EGT mesuring plane LPC Low Pressure Compressor

1
1 FAN and 4 stages BOOSTER
N1 ~ 5000 RPM at 100%
4 LPT Low Pressure Turbine
5 stages
• Modular construction for easy maintenance
2 HPC High Pressure Compressor
• Short, stiff engine for better performance retention 9 stages
• Same basic architecture as previous CFM models N2 ~15000 RPM at 100%
3 HPT High Pressure Turbine
1 stage 14
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B Family

-5B1/P -5B2/P -5B3/P -5B4/P -5B5/P -5B6/P -5B7/P -5B8/P -5B9/P

30 Klbs 31 Klbs 32 Klbs 27 Klbs 22 Klbs 23.5 Klbs 27 Klbs 21.6 Klbs 23.3 Klbs

A321

A320

A319

A318

SAME ENGINE FOR 4 A/C APPLICATIONS

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B Family
Full Intermix Capability, Identification Plug
5B4
5B6 27 klbs
Supplies configuration data codes to the ECU: 23.5 klbs

• Engine family and model

• Thrust rating

• N1 trim modifier adjusts for different thrust

ratings. After 15500 ft or Mach 0.45 the trim is 2 ACTIONS ONLY
inhibited. This provides the best EGT margin at • change rating plug
takeoff.
• engrave name plate

• Engine combustor configuration SAC / DAC

• Engine condition monitoring (optional) +

SAME ENGINE OPERATES AT ALL RATINGS
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B Family
Engine Name Plate Definition

CFM56-5BX Thrust rating

CFM56-5BX/P 3D aero disign

CFM56-5BX/2P DAC option

CFM56-5BX/3 Tech Insertion

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B Tech Insertion …
Improving cost of ownership

HP turbine
• Low shock airfoil
• Improved cooling
Combustor
• Lower NOx (up to 20%) LP turbine nozzle
• improved durability • Improved cooling
• Lower scrap rate
HP compressor
• New blade aero design
• Improved EGT margin
•Lower fuel burn

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Engine Control System
FADEC (Full Authority Digital
Engine Control)
No mechanical connection cockpit to
engine Pilot Request

Analogous to “fly by wire” aircraft control 1

system

Engine Sensors
Consists of HMU

Dedicated alternator and power supplies 2

Electronic control unit (ECU) - “brains”

Hydromechanical unit (HMU) - “muscle” Engine Air Control System

Sensors for control, monitoring and Engine Fuel Control System

ECU
feedback
Cables and connectors
More than just fuel control functions
Start FADEC is Full Authority Digital Engine Control. It is the name given to the
most recent generation of electronic engine controls currently installed on a
Ignition variety of high-bypass turbofan engines. FADEC systems are more
Variable geometry (VSV’s and VBV’s) responsive, more precise, and provide more capability than the older
mechanical controls. They also integrate with the aircraft on-board
Clearance/cooling control electronic operating and maintenance systems to a much higher degree.
The FADEC enhanced engine is not only more powerful and efficient than
Reverse thrust its mechanically controlled counterpart, it is simpler to operate, and easier
to maintain.
Fault detection
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Engine Control System
FADEC Philosophy

Feedback Signals

Active
Channel HMU
Regulated
ECU CCDL Fuel Pressure
Engine
System

Standby
Channel

Feedback Signals

Designed with a dual-redoundant architecture 20

CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Air Control System

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Air Control System
VBV: Variable Bleed Valve

• The VBV system controls the LPC

discharge airflow.

• The VBV system bleeds the LPC

air out into the secondary airflow to
prevent stalls, reduce water and
foreign object damage ingestion into
the HPC.

• The ECU uses the HMU to control

the VBV system.

• The HMU sends servo fuel

pressure to move the VBV actuator.

• The actuator sends an electrical

position feedback signal to the ECU.
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Air Control System
VSV: Variable Stator Vanes - VSV optimise HPC efficiency.
- VSV improve stall margin
• The VSV system controls for transient engine operations.
VSV (3)
the HPC inlet airflow.
• The VSV system gives the
correct quantity of air to the
HPC.
• The ECU uses the HMU to
control VSV system.
ROTOR
STAGE
• The HMU sends servo fuel IGV (Inlet Guide Vane)

pressure to move 2 VSV

actuators.
IGV

• The 2 actuators move the

ROTOR
variable stator vanes.
VSV 1

• Each actuator sends an

electrical position feedback Etc …
signal to the ECU.

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Engine Stress

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Air Control System
HPTCC: High Pressure Turbine Clearance Control
• The High Pressure Turbine Tighter clearance
Clearance Control system controls 
the HPC 4th stage & 9th stage air SFC* 
send to the HPT shroud support.

• The air flows through an HPTCC

Valve.

• The ECU uses the HMU to control

the position of the HPTCC Valve.

• The HMU sends servo fuel pressure

to move the HPTCC valve actuator.

• The HPTCC actuator sends an

electrical position feedback signal to
the ECU.

*SFC : Specific Fuel Consumption

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Air Control System
LPTCC: Low Pressure Turbine Clearance Control

• The Low Pressure Turbine Clearance

Control system controls the amount of
Fan discharge air that goes to the LPT
case.

• The air flows through the LPTCC

valve.

• The ECU uses the HMU to control the

position of the LPTCC valve.

• The HMU sends servo fuel pressure to

move the LPTCC valve actuator.
Tighter clearance
• The LPTCC actuator sends an 
electrical position feedback signal to the SFC 
ECU.

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Flight Operations Meeting

New Engine Technologies

 Flight Operations Meeting

NEW ENGINE TECHNOLGIES

LEAP X

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Combining the best proven technologies
GEnx
Long range fuel burn
performance

CFM56-5B

CFM56-7B

GE90-94B
GP7000
High cycle reliability
GE90-115B
and durability

CFM56-5A

• Reliability … it’s in our DNA

CFM56-3
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Driving performance and durability …
Rigid structures
HPC case 3rd gen 3-D
3-D woven RTM aerodynamics
fan blades and
composite fan
case

Proven materials
and advanced
cooling
Lean-burn, low-
Direct-drive,
emissions
high bypass
combustor
ratio fan

Advance high pressure

ratio compressor

Reliability Fuel Environment 30

CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Aggressive technology goals …

• Committed to deliver
the best engine
- Performance
- Emissions
- Reliability
- Maintenance cost

Reliability Maint. cost SFC (& CO2) NOx Noise

15% 50% Up to 15dB

lower lower lower
Best in industry vs. CAEP 6 vs. Stage 4

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 LEAP X

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
Break-through reduction in blade set weight …
GE90 Current CFM56 LEAP-X

GE90-115B CFM56-7B CFM56-5C LEAP-X

Diam 128’’ Diam 61’’ Diam 72’’ Diam 71’’
22 blades 24 blades 36 blades 18 blades
1,019 lbs. 260 lbs. 330 lbs. 168 lbs.

… and reduced blade set count by 50%

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Flight Operations Meeting

NEW ENGINE TECHNOLGIES

OPEN ROTOR

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Open Rotor key enabling technologies
LEAP technology PLUS:
15 LEAP-X

- Fan aero and acoustics

Open
- Cruise Mach number
Rotor - Blade interaction
EPNdB - Margin to Stage 4

10

CFM Today

0
0 5 10 15 20 25 30 - Maintenance cost
% Improved fuel burn - Pitch change mechanism
- Counter-rotating nested turbine

… leading to 26% Fuel Burn reduction - Engine installation

- Airframe/engine interaction
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Key enabling technologies

• LEAP base technology plan

plus:
• Challenge on Acoustics
- Advanced aerodynamics
… meet community and
cabin noise
- Engine installation
concepts
… cabin & community
noise isolation
• Challenge on Reliability
- Pitch-change mechanism
- Gear Box
…system as reliable as
today’s CFM56 engines

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Leveraging the UDF® Experience

• Ground and flight tests in 1987 & ’88

… featured at Farnborough Air Show
1988
• Demonstrated tremendous potential
for fuel burn improvement

General Electric Company Proprietary Information

37
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Big fuel burn benefits …

GE90-115B
128”

LEAP
LEAP-X
Open Rotor
168” ~71”

•CFM56-7B (61”)
•CFM56-5B (68.3”)

… but efficient installation critical to achieving this benefit

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Flight Operations Meeting

Engine Certification & Testing

Airbus
 Engine Certification

• Agreement checking in accordance with

requirements, destined to make sure of
a material exploitation (aircraft,
engine,…)

• Developed and manufactured in France

and in the USA, the CFM56 engines
comply with both FAA and JAA
certification requirements:
- FAR PART 33 (US airworthiness
standards)
- JAR-E (Europe airworthiness standards)

• For each requirement reference,

compliance with the more severe of
the two standards is to be
demonstrated.

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests

The main engine tests (after the most spectacular ones)

performed during the engine certification campaign are :
Engine endurance / block test

Fan blade containment test

Water ingestion test

Hail & Hailstone ingestion test

Induction system icing test

Ice slab ingestion test

Bird ingestion test

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Engine Endurance / Block test
Test description
- 25 cycles - 6 hours each cycle - 150 hours total
- N1 and N2 and EGT redlines (max. declared values)
- Maximum oil supply temperature
- Maximum and minimum oil pressure
- Maximum and minimum fuel pressure
- Maximum bleed flow - from 4th and from 9th stages
- 100 starts (including 25 cold, 10 hot, 10 false) split 60% / 40% between
each FADEC engine control unit channel.

42
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Fan Blade Containment Test
Objectives
- Demonstrate fan blade
containment inside casing
- No fire accepted
- Engine mounting attachments
must not fail
- Engine shut-down capacity within
15 seconds.
Main goal is to show no hazard
to the aircraft
Test description
- Engine running at or above
maximum allowed fan speed
- 1 fan blade released : explosive
in shank of released blade.
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Water Ingestion Test

Test Description
- Water flow equal to 4% of inlet
mass airflow
- Steady state operation at
minimum idle, approach idle,
take-off
- Transient operation : 4% at take-
off, decel to idle, reaccel to take-
off
- Max water ingestion capability at
min idle and approach idle
- Starts to idle in simulated rain.

44
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Hail & Hailstone ingestion test
Test description
- Hail flow to HWC 10g/m³ at 15,000 ft altitude, 32°F/0°C, 280 knots
- Min idle for 30 seconds
- Transient from 50% max continuous to min idle ( 1 sec.), and maintain for
30 seconds
- Transient from min idle to 50% max continuous ( 1 sec.), and maintain for
30 seconds

Acceleration and deceleration to

and from 50% max continuous
power is more severe than from
take-off power, because there is
less residual heat available to
vaporise the ice / water
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Induction System Icing Test
Test description
- Icing spraybar system and wind tunnel fans used to create uniform
simulated icing cloud
- Engine equipped with flight type inlet, inlet anti-icing
- 11 icing points performed from minimum idle to takeoff covering the
engine operating range, including 30 minutes at minimum idle in a
ground icing fog and 30 minutes at approach idle in a mixing icing
cloud.

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Ice Slab Ingestion Test
Test objective
- To demonstrate the capability of the engine while
ingesting an ice slab, without permanent operability
or performance degradation and unacceptable
mechanical damage.

Test description
- Two ice slabs 1 x4 x 7 inches in same gun
- equivalent to one 1 x 4 x 14 inch slab
- Ice slab velocity 15 m/s (50 ft/sec)
- Fan speed maxcon at 15,000 ft.

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Medium Bird Ingestion Test

Test description : 2 engine tests

- First test
- 4 birds in one volley (< 1 sec)
3 x 0,68 kg / 1,5 lb. + 1 x 1,1 kg / 2,5 lb.
- Impact locations ( 85%, 70%, 50%, 0% span )
- Second test
- 1 bird of 1,1 kg / 2,5 lb.
- Impact location at 85% span
(fan blade critical area)
- Bird speed 91 m / s (300 ft / s)
- Fan speed at hot day takeoff conditions
- 20 minutes cycle run-on after each test.

With less than 25% thrust loss

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Major Certification Tests
Large Bird Ingestion Test

Test description
- Component test on fan module
- Bird of 6 lb. (seagull)
- Bird speed of 91 m/s (300 ft/s)
- Fan rotor impact location at
85% span
- Fan rotor speed at hot day
takeoff conditions.

Without any hazard to the aircraft

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Certifying for bird strikes
Maintain 75% thrust

5 @ 1½ lbs

2 @ 2½ lbs

Safe shutdown required

CFM56
1 @ 6 lbs

Basketball Canada Goose

~9.5" diameter 6-17 lbs (8 lb avg)
50"-70" Wingspan
CFM is a 50/50 JV of GE and Snecma

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Operational EGT Limits
EGT Transcient
allowance to -5B EGT limits

Area A
•If engine warm-up not sufficient
No troubleshooting. 20 overtemp
permitted.
•If EGT exceedance condition identified
No troubleshooting. 10 overtemp
permitted.
•If EGT exceedance condition can ’t be
identified
Troubleshooting. 10 exceedances
permetted in area A & B combined before
engine removal.

Area B
Troubleshooting. 10 exceedances
permetted in area A & B combined before
engine removal

Area C
The engine must be removed to examine
damage. One nonrevenue flight permitted
if damage within boroscope inspection.
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Engine Certification ENG 1 EGT OVERLIMIT

THR LEVER 1……BELOW LIMIT

ABNORMAL AND EMERGENCY 3.02.70 P 13

A319/320/321 SEQ… REV…
FLIGHT CREW OPERATING MANUAL
POWER PLANT
ENG 1(2) EGT OVERLIMIT

 Max pointer indications:

EGT above 915 C (or 950 C at take off power) and below 990 C :
- THR LEVER (of affected engine) ……………….. .BELOW LIMIT
Normal operation may be resumed and maintained until next landing.
Report in maintenance logbook.

 Max pointer indications: Demonstrate, by engine

EGT above 990 C : test, the ability to operate
- THR LEVER (of affected engine) ……………………………IDLE for 5 minutes at 42 C /
- ENG MASTER (of affected engine) …………………………OFF 75 F above declared limit
If conditions do not permit engine shut-down land as soon as possible using the
minimum thrust required to sustain safe flight.
(N1, N2 at red line) with
post-test inspection showing
ENG 1(2) SHUT DOWN
engines parts within
Apply after ENG SHUT DOWN procedure. serviceable limits.

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
Engine Certification & Testing Same policy for all CFM56 engines
Flight Operations Meeting

Performances
CFM56-5B
 1% N1 = 3% Thrust

Normal Operations 1% thrust = 3 EGT

1 OAT or Flex = 1% Thrust
Flat Rate Concept
FRT*

Thrust
(TOGA)
1. To meet aircraft performance FLAT RATED THRUST
requirements, the engine is
designed to provide a given thrust
level to some “Flat Rate”
Temperature (FRT).

2. N1 for takeoff power

management schedule increases N1
with OAT (up to FRT) to maintain
constant thrust. After FRT, power
management N1 (and thrust)
decreases.

3. EGT increases with OAT to FRT, EGT

then remains constant.

At a given OAT, 1%N, is OAT

equivalent to approximately 10oC *FRT: Flat Rated Temperature
of EGT. CFM56-5A: CP=ISA+15 C
CFM56-5B: CP=ISA+30 C
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B/P Corner Point
Take off thrust

CP CP Thrust rating
-5B3/P tailor-made for
-5B2/P HOT
-5B1/P ENVIRONMENT

-5B4/P -5B7/P

-5B6/P
-5B9/P
-5B5/P
-5B8/P

ISA ISA + 15 C Ambient

(15 C) temperature

Equivalent thrust in sea level static conditions

ISA + 30 C
-5B/P version, average engine, worst altitude conditions
* 33Klb equivalent thrust to 32 KLb at 0/0

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
3003H -10/99
 EGTMargin & OATL
CP* * CP: Corner Point or Flat Rated Temperature
ISA+15 C
Thrust EGT MARGIN is the difference between:
(TOGA) FLAT RATED THRUST - EGT RED LINE
&
- EGT observed on an engine at Full Thrust with
a temperature CORNER POINT OAT

N1
Average EGTMargin
EGT RED LINE CFM 56-5B New Engine
-5B1/P (30.000 lbs)  114 c
-5B2/P (31.000 lbs)  095 c
-5B3/P (32.000 lbs)  068 c

EGT

OAT
When EGTMargin decrease, Fuel Burn increase.
+ 10 EGT = + 0.7% SFC
1 C OAT or Flex Temperature = 3,3 C EGT (CFM56-5B) 57
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Normal Operations
EGTMargin & OATL
ENGINE DETERIORATION 
EGT MARGIN 
OAT LIMITE 
EGT
EGTMARGIN < 0

EGTMARGIN
Red Line 950 C
Engine deterioration

New Engine EGT

The OATL calculation for the CFM56-5B:(see

Commercial Engine Service Memorandum)
OATL = CP + EGTM / 3,3
CFM56-5B Corner Point is ISA+15 C
e.g.: At Sea Level the OATL = 30 + EGTM / 3,3
OATL < CP

If OATL < CP
EGT exceedances may occur OAT
during a Full Power Takeoff
CP OATL
1 C OAT or Flex Temperature = 3,3 C EGT (CFM56-5B)
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B EGT Retention versus CSN

Average EGTMargin
CFM 56-5B New Engine
-5B1/P (30.000 lbs)  114 c
-5B2/P (31.000 lbs)  095 c
-5B3/P (32.000 lbs)  068 c

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 CFM56-5B EGT Retention versus TSN

Average EGTMargin
CFM 56-5B New Engine
-5B1/P (30.000 lbs)  114 c
-5B2/P (31.000 lbs)  095 c
-5B3/P (32.000 lbs)  068 c

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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 EGTMargin & OATL
Performance Deterioration

EGT
EGTMARGIN < 0

Red Line 950 C

Exercice
CP ISA+30 C
Sea Level
OATL 44 C
OAT 44 C
What will be the EGT at TOGA??
OATL < CP
950 C
OAT
OATL CP
1 C OAT = 3 C EGT (Example)
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 EGTMargin & OATL
Performance Deterioration

EGT
EGTMARGIN < 0

Red Line 950 C

Exercice
CP ISA+30 C
Sea Level
OATL 44 C
OAT 45 C
What will be the EGT at TOGA??
OATL < CP
953 C
OAT
OATL CP
1 C OAT = 3 C EGT (Example)
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CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 EGTMargin & OATL
Performance Deterioration

EGT
EGTMARGIN < 0

Red Line 950 C

Exercice
CP ISA+30 C
Sea Level
OATL 44 C
OAT 50 C
What will be the EGT at TOGA??
OATL < CP
953 C
OAT
OATL CP
1 C OAT = 3 C EGT (Example)
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 EGTMargin loss

TIP WEAR NOTCHES

HPT BLADE

1 Notch = 10 EGT margin loss

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 Example of Fuel Savings for 1% of SFC improvement
SFC Improvement/WW (%) 1
Yearly flight hours 3600
Flight leg (EFH) 2
Fuel price ($/gal) 3
Number of aircrafts 10
Number of engines/aircraft 2
Takeoff fuel consumption (US Gal/H) 1320
Takeoff time (H) 0,033
Climb fuel consumption (US Gal/H) 950
Climb time (H) 0,33
Cruise fuel flow (US Gal/H) 495
Descent & Approach fuel consumption (US Gal/H) 136
Descent & Approach time (H) 0,5
OUTPUTS PARAMETERS
Nb of cycles a year/aircraft 1800
Fuel used during a cycle/engine (US Gal) 988
Fuel savings/engine (%) 1,00
Fuel saving/engine/cycle ($) 30
Fuel saving/engine/hr ($) 15
Yearly saving/aircraft($) 106691
Yearly fuel saving (w hole fleet) US Gal 355635
Yearly saving (w hole fleet) $ 1066905
Yearly fuel saving (w hole fleet) Kg, density 0,8 1076863
Yearly C02 avoided for Earth Health (Kg) 3230588

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 1% Fuel Burn delta equivalent to …
or
•0.5 mm •0.3 mm
•increase in •increase in
HPC blade HPT blade
tip clearance tip clearance

or
or

•1 mm •10 cm²
•increase in •increase in
HPC effective HPT inlet
CDP seal nozzle area
clearance
or

•(According to Engine acceptance test manual, over a 500 Nm mission)

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 1% Fuel Burn delta equivalent to …
or

•15 mm of •8 m² of
external slat leading edge
misalignment slat
paint peel

or
or

•0.3 mm of skin
roughness
•over
•~ 50 m² of fuselage
•15 m of slats
missing seal
or ~ 15 m² of wing (span-wise)

or

•(According to Engine acceptance test manual, over a 500 Nm mission)

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 1% Fuel Burn delta equivalent to …
~ 1’ or
2000 ft delta
delta
additionnal Flight
Flight Level
Level
holding
time at cruise •vs
•vs optimum
optimum
level altitude
altitude

or or

0.01 Flight 5 kts

Speed additional
additional
deviation head
head wind
wind
(~9km/h)
(~9km/h)
•vs optimum
speed (~5kt)

or
or
•~ 2’
additional
taxiing time

•(According to Engine acceptance test manual, over a 500 Nm mission)

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 Flight Operations Meeting

Normal Operations
Airbus

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 Normal Operations
CFM56-5 Start-Up sequence
AUTO MANU

SAV On ………….. Initiation SAV On ………….. Manual Start Switch

Ignition …………..16% N2 Master lever On … 22% N2 or Max Motoring ( Mini 20%N2)
Fuel………………..22% N2 if Z< 8000ft 25% N2 or Max Motoring if Z>8000ft
25% N2 if Z> 10000ft or max Motoring( Mini 22%) SAV Off …………. Manual Start Switch Off
SAV off ……….…. 50% N2
Ignition Off ………51% N2

FADEC Abort Action in case of :

•Failure to ignite FADEC abort Action if an only if :
•Stall Overtemperature ( N2 < Idle Parameters)
•Overtemperature
All other cases
Via ECU, Variation of Fuel Scheduling to correct: Flight Deck Advisory = CREW ACTION
•Overtemperature
•Low air pressure
•Low fan Speed

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 Normal Operations
CFM56-5 FADEC Running Mode

• FADEC exits start mode and enters run mode at 51% N2

• FADEC remains in the running mode until N2 falls to 50% (flameout)

• FADEC does not have the authority to close the fuel metering valve
while in the running mode

• Once in the running mode, any modifications made to the fuel

schedule during the start cycle are reset

• Ignition can be turned on anytime from the cockpit, and is

automatically turned on if a flameout occurs

• Dual ignition
• Flameout is determined by N2 deceleration higher than the normal
deceleration schedule OR N2 dropping below ~55%
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 Normal Operations
Start
Starter air pressure

•25 psi desirable (start valve open)

•Warmer, slower starts with lower pressure

Note: the practical minimum starter air pressure is that required

to motor the engine to 22% N2 for auto start (programmed fuel
on speed) or 20% N2 for manual start (minimum N2 for fuel on)

Ignition selection is automatic

•Autostart: FADEC alternates A and B igniters on every other start

•Manual start: both igniters are used

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 Normal Operations
Start
Fan rotation
•No restriction on opposite fan rotation (tailwind)
- Initial N1 indication slower with a tailwind
•If no N1 rotation detected by ~51% N2, an ECAM start fault message
(“No N1”) is provided to crew
- Start must be aborted
Tailwinds
•Starts demonstrated with 53 knot tailwind
•For CFM56-5A and –5B high tailwinds do not present a problem for start
Slight warmer starts with high residual EGT
•No operational impact
Crosswinds
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•No significant impact on start characteristics
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Normal Operations
Starting Characteristics
Normal Start (All Numerical Values Are “Typical” Not Limits)

Lightoff
Idle Idle
Lightoff
Typically within 2-3 Lightoff
(2-3 sec)
seconds N2 N1
35-45 seconds
to idle from lightoff
EGT start limit
725 C Time Time

Idle Peak EGT = 550-650 C Peak FF = 300-420 pph prior to lightoff

600-800 pph after lightoff
Fuel shutoff
Indicated by EGT and Lightoff
open
fuel flow reduction EGT FF
650-800 pph
Typical start time: 45 460-550 C EGT at idle
to 60 seconds at idle

Time Time

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 77
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 FOD : SOURCES
Blade erosion coating
Blade trailing edge

• Contaminated runways, taxiways, ramps

◦ Sand, gravel, ice, snow, metal, volcanic ash, deteriorated pavement
HPC-Stage 5 Typical Erosion Findings

• Airborne particles (dust, sand, volcanic ash) China

Dust and Pollution
North America and Europe
Crushed Gravel for Ice/Snow on Runway

• High FOD potential areas:

◦ Desert and coastal airports

◦ Airports with: North America

Dirt & Construction Debris India
- Construction activity Dust, Pollution & Sand

- Deteriorated runways/ramps/taxiways
Middle East and Africa
- Narrow runways/taxiways Sand
- Ramps/taxiways sanded for winter operations
- Plowed snow/sand beside runways/taxiways Washington Post

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 Normal Operations
Erosive FOD
Dust, Sand, Volcanic ash
Debris from :
Deteriorated runways/ramps/taxiways

Erodes airfoils resulting in:

• Reduced parts life
• Reduced EGT margin Blade erosion coating
• Increased fuel consumption Blade trailing edge Blade leading edge

• Reduced airfoil strength (extreme case)

• Reduced stall margin (extreme case)
HPC-Stage 5 Typical Erosion Findings

Blocks cooling flow passages HPC stage 7 Typical Erosion Findings

- Higher temperatures for hot section parts

May be incurred in single occurrence or cumulatively from frequent
exposures
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 FOD : CONSEQUENCES ON HARDWARE
FOS - Dirt liberation leading to HPT Blade HPT Nozzle - Distress due HPT blade - Burning from FOS dirt and
burning to plugging split shelf plugging

Combustor outer liner - Burn HPT Shroud - Oxidation due to LPT Nozzle - Corrosion due to
HPC Blade - Erosion
through hanger plugging plugging
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 FOD : ENGINE VORTICES
• Common cause of ingestion on ground

• Strength increases at high thrust, low airspeed

• Somewhat destroyed by:

◦ Airspeed
◦ Headwind
◦ General rules:

10 knots airspeed/headwind will destroy vortices formed up to 40% N1

30 knots airspeed will destroy vortices formed at typical takeoff thrust
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 FOD : HIGH EXPOSURE OPERATIONS

• Thrust advance for breakaway from stop

◦ Increased vortex potential

• 180 degree turn on runway

◦ Overhang of unprepared surface
◦ Thrust assist in turn from outboard engine

• Thrust advance for takeoff

◦ Increased vortex potential

• Reverse thrust at low airspeed

◦ Debris propelled forward and ingested in engine

• Power assurance runs

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 FOD : RECOMMENDATIONS / CONSIDERATIONS
• Avoid engine overhang of unprepared surface
◦ If unavoidable, leave outboard engines at idle or shut down
◦ Applies to both inboard and outboard engines
◦ Inboards closer to the ground which affects ingestion potential

• Minimize thrust for breakaway from a stop

◦ Less than 40% N1, if possible

• Minimize taxi thrust

◦ Avoid allowing aircraft to come to complete stop
◦ Requires less thrust to keep moving than to breakaway from a stop

• Reverse during taxi only for emergency stopping

• Minimize thrust for crossbleed starts

◦ Just high enough for adequate manifold pressure

• Minimize thrust assist from outboard engine in 180 degree turn

83
• Flight
CFM Rolling takeoffs,
Operations Support if possible
– September 16th, 2009 CFM 83
International Proprietary Information
 FOD : RECOMMENDATIONS / CONSIDERATIONS
(Continued)
• Reverse thrust
◦ Minimize reverse thrust use on contaminated runways

◦ Reverse thrust is more effective at high speed. Use high reverse thrust
early, if necessary

◦ Start reducing reverse thrust per aircraft operations manual

- For FOD conditions, at 80 kias, if practical
- Most installations are certified for full thrust use to 60 kias (without engine
instability) but re-ingestion of exhaust gases/debris may occur at full
reverse thrust below 80 kias
- Select forward thrust at taxi speed and before clearing runway

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 Potential Cost Savings
Engine start and Taxi

●Start the engines as late as possible

●Take delays at the gate if possible

●Minimize APU use if ground power

available

●Use minimum thrust and minimum braking

●Engine out taxi

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 Normal Operations
Warm-up time
FCOM After start, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 2 minutes
3.03.09 before advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up time

 Engine warm-up or idle time prior to takeoff

• A 2 minutes minimum of warm-up time is required in

the FCOM, in order to avoid engine damage.

• Cold engine warm up recommendations

 A Cold engine = Engine shutdown of ~6 hrs. or more
 In this case, 10 to 15 minutes of warm-up is recommended :
Thermal stabilization before takeoff
Provide improved EGT Margin

• Extended warm-up time brings benefits on high and

hot airfields when EGT margin is known to be very low
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 Normal Operations
Warm-up time
• The warm-up time (cold/warm engine) has an important influence on
the EGT peak at takeoff

Cold Engine Idle Time EGT Improvement

Relative to Warm Engine Takeoff

16

WARM ENGINES 14

Idle time (min

(min)) 2 5 10 15 20 25
12
COLD ENGINES
10
EGT (°C) ref * ref - 4°C ref - 9°C ref -12°C ref -14°C ref -15°C

Delta EGT -- °C 8

Warm up time increased by 10 min

-2
0 5 10 15 20 25 30 35
Idle Time -- Minutes

=
EGT reduced by 10 C
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 RECOMMENDATIONS
WARM-UP TIME

 First Flight in the morning when shut down > 4 to 6 hours

• No single engine taxi out

• Taxi Slowly

• Prefer the longest taxi (Full runway vs Intersections)

• Prefer a Full Runway = Flex increased

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 Normal Operations
Breaking, Carbon brakes life, Taxi speed management

Numbers of brake applications

• Conjested Airport
• Long Taxi
• Idle Thrust level (engine / A/C type / Engine Anti-Ice)
• Less applications = less wear
• 25 % to 75% of the wear during taxi depending on operations

Weather conditions

• Humidity less wear ( South east Asia )

• South East Asia : Higher LPO

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 Normal Operations
Pros and Cons to Engine Out Taxi-Out
"Pros" of engine out taxi (out):
- Fuel saving
- Less brake use on a light airplane

"Cons" of engine out taxi (out):

- Warm Up Time
- Slightly higher fuel burn on the operating engine
- Possible lack of systems redundancy.....operating the APU for additional
redundancy would offset some of the fuel burn savings
- Crossbleed start (higher thrust setting on the operating engine) would also offset
some of the fuel savings
- FOD
- Abnormal start event
- Effect on aircraft control, particularly on icy taxiways and ramps
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 Reduced TakeOff Thrust
Methods

 Flex Temperature method

• V-speeds used protect minimum control speeds (VMCG, VMCA) for
full thrust
• Reduced thrust setting is not a limitation for the takeoff, I.e., full thrust
may be selected at any time during the takeoff

 Derated takeoff (Option)

• Takeoff at a thrust level less than maximum takeoff for which separate
limitations and performance data exist in the AFM. Corresponds to an
“alternate” thrust rating
• V-speeds used protect minimum control speeds (VMCG, VMCA) for
the derated thrust . . . not original maximum takeoff thrust
• The derated thrust setting becomes an operating limitation for the
takeoff

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 Reduced TakeOff Thrust
Restrictions

- On contaminated runways
- “More than 25 % of the required field length, within the width being
used, is covered by standing water or slush more than .125 inch
deep or has an accumulation of snow or ice.”

- If anti-skid system is inoperative

- These restrictions do not apply to “derated” takeoffs

- Any other restrictions on reduced thrust or derated thrust are imposed

by the aircraft manufacturer or operator; not by AC 25-13

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 Reduced Thrust TakeOff
Flex Method

IF REAL GW < MAX LIMITING GW, a T called “FlexTemp ” can be

computed that would limit the airplane performance to the real GW.

T/Off GW Flat Rated T THRUST

(CP)

Today
Max Thrust
25% Today
Thrust reduction Max
Today Reduced Thrust
Max GW
Today
Real GW

T
Actual Flex Max
Temp Temp Flex 95
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Reduced Thrust TakeOff
Derated Take Off Thrust

Flat Rated T THRUST

(CP)
TOGA Rating Thrust for VMC computation

Derated Rating
TOGA
Max T/Off GW

•D04
•D08
•D12
•D16
•D20
•D24

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 Extended Flex Option
Rating Engine model A/C Model No of level Max Fix derate Max Flex derate

33000lbs B3/P, B3/2P, A321 7 40% 40%

31000lbs B2, B2/P, B2/2P A321 7 40% 40%
30000lbs B1, B1/P, B1/2P A321 7 40% 40%
27000lbs B4, B4/P, B4/2P A320 & A321 7 40% 40%
27000lbs B7, B7/P A319 7 40% 40%
23500lbs B6, B6/P, B6/2P A320 & A319 7 30% 30%

22000lbs B5, B5/P A320 & A319 6 24% 25%

23300lbs B9/P, B9/2P A318 7 30% 30%

21600lbs B8/P A318 6 24% 25%

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 Reduced Thrust TakeOff
Thrust Reduction Vs. Flex Temperature

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 Reduced Thrust TakeOff
Derated Take Off Thrust

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 Reduced Thrust TakeOff
Typical Additional Restrictions

Applied by individual operators on Reduced Thrust Takeoffs

 Possible windshear

 Brakes deactivated

 Other MMEL items inoperative

 De-icing performed

 Anti-ice used for takeoff

 Takeoff with tailwind

 Wet runway

 Performance demo “required”

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 Reduced Thrust TakeOff
Benefits of Reduced/Derated TakeOff Thrust

 Improved flight safety

For a given TakeOff, engine stress decreasing, probability of engine failure
decrease on that TakeOff

 Lower Takeoff EGT

- Fewer operational events due to high EGT
- Lower fuel burn over on-wing life of engine

 Lower maintenance costs

EGTMargin decrease slowly SFC kept at low rate
Better Engine performance retention Longer engine life on wing
Shop Visit rate decrease

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 Reduced Thrust TakeOff
Lower maintenance costs

100

1 minute
% Engine Maintenance Cost

80 T/OFF
CLIMB of takeoff
CRUISE has a
60 responsibil
ity of at
least 45%
40 at least on
the engine
20 maintenan
ce cost
0
0.5 1 1.5 2 2.5 3
Flight Leg (Hours)
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 Reduced Thrust TakeOff
Improved Flight safety

• No data on Thrust Reduction versus engine failures

• Following data is for takeoff phase Vs climb phase, showing significantly

higher chance of engine failure at higher thrust settings associated with
takeoff
% %
Exposure % IFSD % Major % Fire Component Separation All Engine Power Loss
Phase Time IFSD Factor Failures Major Factor Fires Factor Separation Factor Power Loss Factor
Takeoff 1 4 4 43 43 12 12 23 23 8 8
Climb 14 31 2 30 2 42 3 34 2,5 22 1,6
Takeoff Vs
Climb
factor 2 21,5 4 9 5
Note: - Data for entire high-bypass engine-powered commercial transport fleet
- Source: « Propulsion Safety Analysis Methodology for Commercial Transport Aircraft », 1998

Example: For an average high bypass turbofan mission (approximately 2 hours) 43% of the uncontained engine failures occur in the 1% of the time spent in
the takeoff phase. This yields an “uncontained factor” of 43 1 = 43 versus the “uncontained factor” for climb which is 30 14 ~ 2. Thus, on uncontained failure
is 21.5 times more likely to occur in the takeoff (higher thrust) phase than the climb (lower thrust) phase of flight. To make the point that an engine failure is
less likely at reduced thrust, one can think of the takeoff phase as a “full thrust” takeoff and the climb phase as “reduced thrust.” Thus, the data would show a
significantly higher chance of engine failure at full thrust than reduced thrust.

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 Reduced Thrust TakeOff

A reduction in engine thrust during the take-off phase will reduce

fuel flow.

The use of Reduced Thrust using Flex Temperature method will

increase overall fuel consumption.
(Ex : A320/5B4 – 60t – Max Flex vs TOGA = 15kg)

However, even in today’s environment of elevated fuel prices, this is

more than compensated by the reduction in engine stress and wear.

Consequent reduction in maintenance costs and in SFC rate of

deterioration.

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 Reduced Thrust TakeOff
Effect on Maintenance Costs (MC)
This chart represents the relative impact of reduced thrust increments on severity.

This shows that the first increment of thrust reduction is the most important but that
thrust reduction even at the higher increments is important.

CFM56-5B4 fleet

The accuracy of the OAT and Flex Temperature is essential to optimize

TAKEOFF GROSS WEIGHT & THRUST REDUCTION
CFM Flight Operations Support – September 16th, 2009
For takeoff performance calculations 105
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 Reduced Thrust TakeOff
Effect on Maintenance Costs (MC)
This chart represents the relative impact of reduced thrust increments on severity.

This shows that the first increment of thrust reduction is the most important but that
thrust reduction even at the higher increments is important.

CFM56-5B6 fleet

The accuracy of the OAT and Flex Temperature is essential to optimize

TAKEOFF GROSS WEIGHT & THRUST REDUCTION
CFM Flight Operations Support – September 16th, 2009
For takeoff performance calculations 106
CFM International Proprietary Information
 Reduced Thrust TakeOff
Effect on Maintenance Costs (MC)
This chart represents the relative impact of reduced thrust increments on severity.

This shows that the first increment of thrust reduction is the most important but that
thrust reduction even at the higher increments is important.

CFM56-5B8 fleet

The accuracy of the OAT and Flex Temperature is essential to optimize

TAKEOFF GROSS WEIGHT & THRUST REDUCTION
CFM Flight Operations Support – September 16th, 2009
For takeoff performance calculations 107
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 Reduced Thrust TakeOff
Tools to Analyze Reduced Thrust Programs, Process Map (Typical)

Takeoff performed Takeoff performed

Preflight at reduced thrust at max
planning but allowable reduced This is a process
map for a typical
not max allowable thrust operator with the
typical company
restrictions on
Pilot’s No reduced thrust
choice discussed earlier in
Does Yes
one or more this presentation.
of the following
conditions exist: Yes
Full Thrust Deviation Note that there are
due to pilot many hard decision
Takeoff Performed discretion?
• Perfom demo required rules and
• Brake deactivated Yes
• Anti-skid inop No discretionary
• Other MMEL items decisions on the part
Does
Yes one or more of the pilot that may
No of the following result in full thrust
conditions exist: takeoffs or takeoffs at
Calculate allowable
reduced thrust using: Is reduced No •Contaminated runway less than maximum
thrust precluded •Noise abatement required allowable reduced
•Load sheet by performance At time of takeoff •De-icing performed thrust.
•Runway data requirements? •Wind shear forecast
•Winds •Anti-ice for T/O
•Outside air temperature •Tailwind for T/O

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 Reduced Thrust TakeOff
Performance Margins, Example

THE FLEX T° METHOD ALWAYS CONSERVATIVE

ON THE AIRCRAFT PERFORMANCES.

Flex T = 55 The Speed used to comply

&  TAS = 151.5 Kts with the performance
V1 CAS = 140 Kts calculations!

Air T = 10
&  TAS = 138.5 Kts The Speed you will have...
V1 CAS = 140 Kts

Due to lower ambient temperature and higher air density in the actual
takeoff conditions, actual TAS is lower and actual thrust is higher

TAS = CAS +/- 1%  5 c / Std (+ if T > Std, - if T < Std)

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 Reduced Thrust TakeOff
Performance Margins, Example

Due to lower ambient temperature and higher air density in the

actual takeoff conditions, actual TAS is lower and actual thrust is
higher
V1 CAS = 140 Kts
V1 TAS = 151.5 Kts
V1 CAS = 140 Kts
V1 TAS = 138.5 Kts Air T = 55 c

Air T = 10 c

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 Reduced Thrust TakeOff
Performance Margins, Example
Due to lower ambient temperature and higher air density in the actual
takeoff conditions, actual TAS is lower and actual thrust is higher

Computed at T = 55 Extra obstacle

clearance margin
but
You fly at T = 10
V1 CAS V1 TAS = 138.5 Kts Obstacle
= clearance margin
140 Kts V1 TAS = 151.5 Kts

• If performance is limited by the one engine inoperative minimum climb gradient requirements, the higher actual thrust will result in a higher climb gradient

• If performance is limited by obstacle clearance, the higher climb gradient combined with the shorter takeoff distance will result in extra clearance margin111
CFM Flight Operations Support – September 16th, 2009 CFM International Proprietary Information
 Potential Cost Savings
Laptop Tool effect on Maintenance Costs, example
PAPER FORMAT ELECTRONIC FORMAT

ENGINE AIRPORT RWY TOW FLEX WB N1 WB FLEX NON IMP N1 IMP.FLEX IMP.N1 e.g. 1500 hours/yearaircraft
Flight Leg 1.0
22K Rennes 10 43600 54 87,67 61 84,89 61 84,89
5% increase on thrust reduction
22K CDG 08L 52800 48 88,78 51 88,15 58 85,63
22K MRS 14L 46300 46 91,07 52 89,83 56 88,61
(10% to 15%) taking into account
22K MRS 14L 46600 46 91,22 52 89,98 56 88,76 10 years period
22K Bastia 16 40200 54 89,23 60 86,67 62 /
22K BOD 23 46100 54 88,9 60 86,01 61 / Saving estimation per year per
AVERAGE 89,47833333 87,588333 86,9725 aircraft
AVERAGE TRHUST REDUCTION AT TAKEOFF ~ 11% ~17%
ENGINE
20K
AIRPORT
CDG
RWY
08L
TOW
50770
FLEX WB
42
N1 WB
87,2
FLEX NON IMP N1 IMP.FLEX
54
IMP.N1
84,48
20K : $5820
20K NCE 04R 48383 48 87,3 59 83,79
20K
20K
20K
CDG
Ancona
CDG
08L
22
08L
55200
54600
47000
30
52
52
89,86

85,04
? ?
44

60
86,75
EFFRA 1750
81,82
22K : $20040
20K CDG 08L 45200 54 84,48 61 81,4
20K CDG 08L 55800 NIL 90,1 43 86,97
20K CDG 08L 55500 NIL 90,1 44 86,75
20K TLS 32L 38500 54 85,85 61 82,74
20K Bastia 34 40300 54 85,33 62 81,83
20K CDG 08L 54900 32 89,47 45 86,52
20K MRS 32R 52300 40 88,97 51 86,91
20K CDG 08L 54000 34 89,06 47 86,07
20K CDG 08L 55400 30 89,86 44 86,75
AVERAGE 87,89384615 84,89133333
AVERAGE TRHUST REDUCTION AT TAKEOFF ~ 5% ~15%

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 Normal Operations
Reduced Thrust effect on CFM56-5B3/P

2800 hours / year /aircraft,

DERATE EFFECT ON CFM56-5B3/P

Potential gain during 3 first lives

18%
Reduced Thrust %

9%

6%

0%

0 1 2 3 4

CFM56-5B3/P fleet average Years

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 Potential Cost Savings
Packs selection at takeoff has an impact on costs

●Packs OFF or APU bleed ON can be used at takeoff

o To improve performance when TOGA is used
o To reduce EGT when reduced takeoff thrust is performed

●Packs OFF at takeoff allow a greater Thrust Reduction

●Packs OFF at takeoff decrease maintenance costs

●Packs OFF at takeoffs may yield a fuel savings

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 Potential Cost Savings
Packs selection at takeoff has an impact on costs

•Full Thrust Take Off

•At full take off power,
•Thrust
there is a thrust
decrement when setting
Eng Bleeds OFF to ON
•Given OAT position whereas EGT
remains the same. Only
MTOW is impacted,
higher with Bleeds OFF
than Bleeds ON.
•EGT •Effect of Bleeds on EGT •CP •OAT

•At reduced take off thrust, •Reduced Thrust Take Off

•Thrust
this is the same logic as full
thrust. But as the TOW (Take
Off Weight) is not maximum, in
•Given OAT
order to recover the same
level of thrust Bleeds OFF
than Bleeds ON, reduced
thrust need to be increase, so
EGT will decrease . •CP
•EGT •Effect of Bleeds on EGT •OAT

•Reduced thrust Take Off with engine Packs OFF increase engine live 115
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 Normal Operations
Bleeds ON/OFF for Takeoff Considerations

• All CFM engines are certified for Packs ON Takeoff

• Packs OFF at Takeoff allow for a greater Thrust Reduction

• Packs OFF Takeoffs may yield a fuel savings

Packs off impact on Fuel burn
Delta conso (%) 0,7
Nb of cycles a month / aircraft 120
Fuel price ($/gal) 3
Number of aircrafts 10
Number of engines/aircraft 2
Takeoff fuel consumption (US Gal/H) 1320
Takeoff time (H) 0,033
OUTPUTS PARAMETERS
Nb of cycles a year / fleet 14400
Yearly fuel saving (whole fleet) US Gal 8782
Yearly saving (whole fleet) $ 26345
80% 21076
Yearly fuel saving (whole fleet) Kg, density 0,8 26591
Yearly C02 avoided for Earth Health (Kg) 79773 116
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 Normal Operations
Packs ON/OFF , Impact on Engine Maintenance Costs

15 years period
CFM56-5B2 (31.0K) Flight Leg:1,40 EFH/year: 2146 T : 64 F
CFM56-5B4 (27.0K) Flight Leg:1,58 EFH/year: 2657 T : 64 F
CFM56-5B6 (23.5K) Flight Leg:1,51 EFH/year: 2567 T : 64 F

Packs off procedure effect

B2 packs off

B2 packs on

B4 packs off

B4 packs on

B6 packs off

B6 packs on

0 0,5 1 1,5 2 2,5 3 3,5 4

CFM56-5B/P fleet average $ / EFH
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 Normal Operations
Packs ON/OFF , Impact on Engine Maintenance Costs

CFM56-5B4 fleet
Packs off procedure effect

Including : - Shop visit rate

%$ / EFH
- Materiel
Not Included : LLP
- Labor rate 118
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 Normal Operations
Packs ON/OFF , Impact on Engine Maintenance Costs

CFM56-5B6 fleet
Packs off procedure effect

Including : - Shop visit rate

%$ / EFH
- Materiel
Not Included : LLP
- Labor rate 119
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 Normal Operations
Packs ON/OFF , Impact on Engine Maintenance Costs

CFM56-5B8 fleet
Packs off procedure effect

Including : - Shop visit rate

- Materiel %$ / EFH

- Labor rate Not Included : LLP

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 Potential Cost Savings
Takeoff

 Flaps setting

 Choose lowest flap setting that will meet takeoff performance

requirements:

• Less drag, better climb performance

• Spend less time at low altitudes, burn less fuel

( Conf 3 vs Conf 1+F = +10kgs = +9$*)

 Retract flaps as early as possible * based on 2,5$ / USG

• no lower than the minimum recommended flap retraction height
(Acceleration altitude 800ft vs 1500ft = - 24kgs = -19$*)
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 122
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 Transition to Climb Thrust
CFM 56-5B
Thrust

Max Takeoff
Low Derate
Reduced Thrust
≈ 10%

Basic Mcl
Low Mach Max Climb Logic
Reduced Thrust
Max Flex

0.30 0.35 Mach Number

FLX / MCT CLB

Thrust Red Altitude
MTO / MCT = M 0.45 – M 0.5 or 18000’ – 18500’
MCT / MCL = 25000’ – 25500 123
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 Potential Cost Savings
Descent & Approach
● Penalty for early descent - spend more time at low
altitudes, higher fuel burn

● Optimum top of descent point is affected by wind,

ATC, speed restrictions, etc.

● Use idle thrust (no part-power descents)

● Do not transit to landing configuration too early.

● Fuel flow is approximately 150% higher in landing

configuration vs clean configuration

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 Normal Operations
Optimization of Reverse Thrust

• Reversers most effective at higher airspeed

• Modulate reverse if full thrust not needed
– Less thermal stress and mechanical loads
– Reduced FOD
• Reduce reverse thrust at 70 KIAS
• Reverse thrust is more effective at high speed
– Use high reverse thrust early, if necessary
• Start reducing reverse thrust per aircraft operations manual
– For FOD conditions, at 80 kias, if practical
– Most installations are certified for full thrust use to 60 kias (without
engine instability) but re-ingestion of exhaust gases/debris may occur at
full reverse thrust below 80 kias
• Select forward thrust at taxi speed and before clearing runway

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 Normal Operations
Optimization of Reverse Thrust

Rev Idle impact on Fuel burn

Fuel Burn reduction at rev idle / aircraft (lbs) 40
Nb of cycles a month / aircraft 120
Fuel price ($/gal) 3
Number of aircrafts 10
$ saved / landings 18
OUTPUTS PARAMETERS
Nb of cycles a year / fleet 14400
Yearly fuel saving (whole fleet) US Gal 85333
Yearly saving (whole fleet) $ 256000
80% 204800
Yearly fuel saving (whole fleet) Kg, density 0,8 258389
Yearly C02 avoided for Earth Health (Kg) 775168

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 Braking Action at Landing
« kick»

Each OPS* has a destruction temperature

Threshold destruction is 1200 C for A123
The OPS degradation is then not reversible
Only one high temperature can destroy the OPS (Flash)
After OPS destruction, oxidation is equivalent to unprotected carbon material
* Oxidation Protection System

Recommendations

•Use the Auto-Brake till a low speed

•Avoid a small brake action at high speed ( flash)
•Keep the reverses deployed till taxi speed ( drag)

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 Normal Operations
Pros and Cons to Engine Out Taxi-In

“Pros" of engine out taxi (in):

- Fuel saving
- Less brake use on a light airplane

"Cons" of engine out taxi (in):

- Cooldown time: 3 minutes. Can be mitigated with Idle Reversers at landing
- Slightly higher fuel burn on the operating engine
- Possible lack of systems redundancy.....operating the APU for additional
redundancy would offset some of the fuel burn savings
- FOD
- Effect on aircraft control, particularly on icy taxiways and ramps

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 Potential Cost Savings
Engine start and taxi, example of fuel saving
(Assumed 15 minutes taxi time minus 2 mn engine warm-up & 3mn engine cool-down)
Taxy Out only Taxy In only Taxy Out & In Worts Case
APU OFF 2 APU OFF 2
Single Engine Taxi START WITH APU CROSS BLEED
BLEED START
APU OFF
2 Packs
APU OFF
1Packs
APU ON
2 Packs
Packs
APU ON 2 Packs
APU Bleed Start
Packs
Crossbleed Crossbleed
Nb of cycles a month / aircraft 120 start start
Fuel price ($/gal) 3
Number of aircrafts 10
Number of engines/aircraft 2
Idle FF / Eng (USG / Min) 1,95
All engine taxi FF ( USG/Min) 3,9 3,9 3,9 3,9 3,9 3,9 3,9 3,9
Single engine consumption ( USG/min) 1,55 1,55 2,41 1,75 1,55 2,41 1,55 2,41
Single engine + 5% 1,63 1,63 2,53 1,84 1,63 2,53 1,63 2,53
Single eng cons / 1 Min Cross bleed Start ( Usg/Min) 3,65 3,65 3,65
Single Eng cons / 2 min start with APU Bleed ( Usg/Min) 1,84 1,84
Delta engine cons during start up ( USG/Min) 0,29 2,10 1,24 0,29 1,24
Potential single engine taxi time (Min) 5 5 5 5 5 10 10 1
Fuel saved with single engine taxi ( UDG/Min) 2,27 2,27 1,37 2,06 2,27 1,37 2,27 1,37
APU Consumption ( USG/Min) - used for 2 min for start 0,67 0,67 0,67
OUTPUTS PARAMETERS
Nb of cycles a year / fleet 14400 14400 14400 14400 14400 14400 14400 14400
Yearly fuel saving (whole fleet) US Gal 135972 133380 98604 148500 115380 179352 222408 1865
Yearly saving (whole fleet) $ 407916 400140 295812 445500 346140 538056 667224 5594
SINGLE ENGINE TAXI OUT SINGLE ENGINE TAXI IN SINGLE ENGINE TAXI IN & OUT
•If APU is operated duringtaxi, increase cons by APU Fuel flow
•Idle Fuel Flow is increased by 5% to calculate single engine taxi Fuel Flow
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 Normal Operations
Cool Down Time
Following high thrust operation, such as maximum reverse thrust during landing : Operate the engine at Idle for 3
FCOM minutes prior to shut down, to thermally stabilize the engine’s hot section. This 3 minutes period includes
3.03.25 operating time at idle, such as taxiing. If operational requirements dictate, the engine may be shut down after a
One-minute cooling period.

Is going to be changed as
Operate the engine at idle thrust for a minimum of 3 minutes before shutdown
to thermally stabilize the engine and reduce undercowl soak-back
temperatures. Taxi thrust can be considered idle thrust for this purpose.

If idle reverse thrust or no reverse thrust is used during the landing rollout the
three-minute period can begin when thrust is reduced to idle for landing.

Routine use of thermal stabilization periods less than 3 minutes before engine
shutdown can cause engine degradation
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 Normal Operations
Cool Down Time
The engine cool-down time (3 minutes minimum at or near idle) is also intended
to thermally stabilize the engine prior to shutdown.

Insufficient cool-down times may result increased

oil system coking and/or increased fuel nozzle
coking. Oil system coking, shown opposite,
occurs when the oil flow from the engine driven
oil pump is reduced after shutdown allowing the
stagnant oil to basically bake in the tube which is
exposed to the high soak-back temperature.
Increasing cool-down time will help reduce this The photo on the left shows a typical oil system component
clogged by accumulated coke which is shown in detail on
the right. Total oil flow blockage may result in increased
soak-back temperature and minimize coking. bearing wear.

Insufficient cool-down times may also increase the probability of a bowed rotor
start during the subsequent start.

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 Normal Operations
Low Cool Down Time Effect, Fuel Nozzles Deterioration Impact

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 Normal Operations
Parking Brakes Use
Dragging brake can generate high temperature, leading to thermal
oxidation
• Loss of piston running clearance
- Evidenced on parking brake circuit only
- Due to black aggregate build up seizing the spring
• Contributing factor
- Prolonged use of parking brakes on hot brake
• Confirmed with
- Brake temperature abnormal increase in operations
- Pistons seized

Use of Brake Fans

• Except if Brake Temperature > 500°C, wait a minimum of 5 minutes after
Landing to apply the brake Fans ( A brake fan application on brakes heating up
will increase the temperature as air on ember and thus, oxidation phenomenon)

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 Flight Operations Meeting

Selected Abnormal Conditions

Airbus
 Evidence of Severe Engine Damage

•(Symptoms Observed Following Severe Damage Events)

 Loud bang, spooldown, aircraft yaw  Fumes or burning smell in

the cockpit/cabin • Observation of one of
these symptoms alone
 High indicated vibration (N1 or N2)  Gross mismatch of rotor may not indicate severe
speeds (N1 vs N2) engine damage
 High felt vibration (N1)*
 Throttle seizure
• These symptoms
 N1 or N2 rotor seizure*  Non-response of engine to occurring in combination
throttle movement or following a suspected
 Visible damage to cowling or aircraft bird strike or other FOD
 High nacelle temperature ingestion (e.g., ice slab),
structure*
 Rapid decrease in oil stall or power loss could
quantity or pressure indicate severe engine
 Visual confirmation of metal exiting
damage
tailpipe*  High oil temperature
• (*) Asterisked items
 Missing engine parts (e.g. tail cone)*  Oil filter clog
alone may indicate
severe engine damage
 Fuel filter clog
 Rapid increase in EGT > red line limit with or without other
indications
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 Engine Parameters

N1
•N1 is representative of the engine thrust
• N1 is used as the primary thrust parameter.
•A low N1 can be the sign of an engine flameout.
•Rapid fluctuation of N1 can be sign of an engine stall

N2
•N2 is used to monitor the engine start/ relight sequence
•Rapid fluctuation of N2 can be sign of an engine stall

EGT
A high EGT can be sign of :
• An ageing engine
• An engine stall
• A tailpipe fire
• An engine failure
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 Engine Parameters

 FUEL FLOW

 ENGINE VIBRATION
•Engine Unbalance
•Birstrike or FOD
•Compressor Blade Loss
•Icing Conditions

Crosscheck the affected engine Parameters with the other engine (s)
High N1 vibration may be accompanied by airframe vibration
Vibration alone should not lead to an IFSD

 OIL QUANTITY, TEMPERATURE & PRESSURE

 NACELLE TEMPERATURE

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 Abnormal Start
Low Speed Stall Characteristics
Idle Idle
Lightoff Lightoff
40% in stall
Lightoff Stall N2 N2 N1 N1 10% in stall

• Engine speed stagnates immediately

after lightoff
Time Time

• EGT rises rapidly

725 C EGT limit

Fuel shutoff
• Not self-recovering EGT
Lightoff
FF
open
EGT continues
- Recovery requires FADEC or flight to rise

crew intervention
Time Time

Stall
Stall
Idle Idle
High Sub-idle Stall Lightoff Lightoff
N2 N1

• Engine stalls just below idle

Time Time

• EGT rises rapidly 725 C EGT limit Stall

Fuel shutoff
open
Lightoff
• Not self-recovering EGT FF

Stall
- Recovery requires FADEC or flight
crew intervention Time Time
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 Autostart
Hot Starts, Start Stalls, Overtemperature Logic

Ground In-flight
If a hot start, start stall, or overtemperature is
 If a hot start, start stall, or
detected overtemperature is encountered
- Fuel metering valve closes for 6
• The flight crew must abort the
seconds, then opens with 7% fuel start
decrement
• Observe a 30 second
- Start fuel flow schedule is reduced at a windmill/dry period between
total of 21% in three 7% decerements start attempts

 If the abnormality occurs after the third increment

• Start is aborted
• Fuel and ignition off
• Flight deck advisory

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 Lean
No Rich SAP
Hot Start Overtemp Stall Hung No N1 No N2
Light off Hung Start < 25psi
Start
No Light Off Rapid increase of EGT > 725 °C Low PS3 Abnormal Abnormal slow SAP < 25 psi No N1 when N2 No N2 within
within 15 sec EGT after Ignition Abnormal N2 slow acceleration after close from 51% 2 mn after
after Fuel On Acceleration acceleration Ignit SAV opens
And / or after Ignit stabilization < Idle
WHAT 22% Auto Abnormal stabilization (< 15 rpm / sec)
or Increase of EGT < Idle
Master Manu (< 15 rpm /
sec)

•Bad Procedure •Bad Procedure

•Bad Fuel
•FOD •FOD
shed •Bad Fuel shed
•Bad Fuel Sched •Bad Fuel Sched •Bad Procedure
•FOD •FOD
•Bad VSV Sched •Bad VSV Sched •FOD
Causes Ignition •HMU •HMU APU / GPU
•Low SAP •Low SAP •Bad Fuel Sched
•VSV •VSV
•Faullty SAV •Faullty SAV •Bad VSV Sched
•Turbine •Turbine damage
•Early starter off •Early starter off
damage
•Fuel in chamber •Fuel in chamber

FADEC FADEC FADEC FADEC FADEC FADEC

No reduction in Keep Starting
FMV Off
accel fuel
Crank 30 sec FMV Off FMV Off FMV Off FMV Off within Limits
sched, no stall,
Ignit & FMV 6 sec 6 sec 6 sec no overtemp 6 sec
On Fuel – 7% Fuel – 7% Fuel – 7% Fuel – 7% If N2 < 22%
10 sec Unsuccess Unsuccess Unsuccess CREW Unsuccess FADEC = No Fuel
ABORT CREW «Advisory »
Unsuccess FMV Off FMV Off FMV Off FMV Off « Warning»
ABORT
AUTO FMV Off Fuel -7% ( 14%) Fuel -7% ( 14%) Fuel -7% ( 14%) If reduction in
Fuel -7% ( 14%) FADEC
Crank 30 sec accel fuel CREW ABORT
Slow accele & ABORT
FADEC ABORT FADEC ABORT FADEC ABORT sched, no stall, FADEC BORT Stall or
no overtemp
FADEC Overtemp
ABORT FADEC FADEC
increases Fuel ABORT
to reach Idle ( another start
attempt)

No light off
within 15 sec
after master FADEC FADEC FADEC CREW
On ABORT ABORT ABORT ABORT
if N2 < Idle if N2 < Idle if N2 < Idle
CREW CREW
MANU CREW Possibility CREW ABORT
ABORT
CREW ABORT
ABORT
ABORT to try in
CREW ABORT CREW ABORT CREW ABORT Automatic
2 start if N2 > Idle if N2 > Idle if N2 > Idle Mode 143
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CFM Flight Operations CFM International Proprietary Information
 Engine Fire
Engine fire = Inside the engine nacelle but out of the engine core and gas path

Usually due to inflammable fluid coming into contact with very hot engine parts( compressor, turbine or
combustion chamber casings.)

Causes:
• Leaks
• Rupture of a pipe (e.g. caused by the rupture of a rotating part of the engine)
• Damage affecting the accessory gearbox
• Rupture of the combustion chamber (torch flame).

Inflammable fluids:
• Fuel (Auto inflammation at 230 C)
• Oil (Auto inflammation at 260 C)
• Hydraulic Fluid (Auto inflammation at 450 C).

Engine fire detection is based on temperature sensors (loops) located in sensitive areas
around the engine and in the pylon.
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 Engine Fire
Procedure:
• Shut down the engine
• Isolate the engine with the ENG FIRE pushbutton/handle (shuts hydraulic,
pneumatic, Fuel lines, disconnect electric power

Note:
The principle of the engine fire detection also means that spurious fire warnings can be triggered if hot air
is blown on the fire detection loop ( Hot bleed air duct rupture or combustion chamber cracks).

As long as the engine fire is detected, apply the ENG FIRE procedure. 145
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 TailPipe Fire
 Engine tailpipe: Hard to identify ( Confusion with Engine Fire)

 Internal Fire(located in the gas path).

 Only occur on ground, during Engine Start or Shut Down.

 Excess of fuel that ignites in the combustion chamber, the Turbine, the Exhaust nozzle.

 Highly Visible Flame coming from the exhaust or in some smoke coming out of the engine
(exhaust or inlet )

NO COCKPIT ALERT

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 TailPipe Fire Procedure

DO NOT USE « ENG FIRE Switch »

 Fadec will be cut = No Crank sequence possible

 Fire agents discharged outside the core

( No negative impact on the engine, but delays or flight cancellation)

 Tailpipe Fire Procedure should stop the Fire

(Fire Brigade at the last resort : corrosive damage and maintenance action)

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 High Power/Transient Engine Stalls
• Disruption of compressor airflow caused by:
- Inlet distortion due to high thrust, high crosswind, low airspeed
conditions
- Ingestion
- VSV off schedule
- Excessive deterioration
- In-flow bleed through a failed pneumatic check valve
- Other engine damage

• Detection
- Abnormal engine noise
- Exhaust and inlet flame
- Fluctuating N1, N2, EGT, fuel flow
- Abnormal throttle response

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 High Power/Transient Engine Stalls (Continued)

Recommendations
- Retard throttle to idle
- If stall is still present at idle, shut down engine
- Verify normal N1, N2, EGT and vibration
- Increase bleed load on engine
- Advance throttle slowly
- Stall does not recur
- N1, N2 and EGT follow throttle
- Vibration normal
- Continue operation
- Stall recurs
- Operate below stall threshold
- Note: If in-flow bleed through a failed pneumatic check valve is
suspected, the stall may be cleared by isolating the engine from the
in-flow bleed source
- Report all stalls for maintenance action

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 Oil Temperature
• No operating limit

• FCOM requires in-flight shutdown :

- Eng OIL Pressure < 13 psi
- Oil temperature : In the amber band for specified time
Red line exceeded
Note:
- Highly unlikely that high oil temperature indication would be valid if all other engine parameters are
normal
- Other parameters include oil pressure, oil quantity, vibration, N1, N2, EGT, fuel flow, fuel filter clog
or oil filter clog indications

• After Oil Quantity indicates 0… there may still be useable oil in the system

•Permissible to operate the engine with zero oil quantity if oil pressure and temperature are within limits

•However, once it is determined that a complete oil loss may occur, crew judgment should dictate action
based on current operational scenario (position, weather, etc.)

•A zero indication accompanied by a decrease or fluctuation in oil pressure indicates oil supply is near
exhaustion and engine shutdown due to low oil pressure should be anticipated 150
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 EGT Exceedances
• Operating limits
- Established prior to engine certification
- Validated by certification testing (cycle and overlimit)

• Regulatory authorities view:

- Flight crew must observe limits
- Avoid exceeding limits
- Take action to restore operation within limits

• Exceedances will occur:

- N1 overboost
- Potential for overboost minimized for FADEC engines
- Deteriorated engine
- Bleed air leak
- Others

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 EGT Exceedances (Continued)
• For an exceedance on takeoff:
- Takeoff roll up to V1:
- Judgement would dictate that takeoff be aborted

- An exceedance at the early point in the takeoff would indicate a seriously

deteriorated or malfunctioning engine or an indicating system problem

- Adjustment of N1 below target not recommended…V1 invalidated

- Above V1:
- Continue the takeoff

- Perform standard EGT exceedance procedures when it does not

interfere with more pressing crew duties (guideline: 400 feet)

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 EGT Exceedances (Continued)
• Flight crew actions following EGT exceedance
- Follow FCOM procedure

- Retard throttle to bring EGT below limit

- If throttle retarded to idle and over-temperature condition still exists, shut down engine

- If retarding throttle brings EGT within limits operate at the reduced thrust setting

- Further flight crew actions depend on the thrust level available (within EGT limit) and the
magnitude of the exceedance
- Above a certain EGT exceedance level, shutdown is required on Airbus aircraft unless needed to sustain
safe flight

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 Engine Certification

ABNORMAL AND EMERGENCY 3.02.70 P 13

A319/320/321 SEQ… REV…
FLIGHT CREW OPERATING MANUAL
POWER PLANT
ENG 1(2) EGT OVERLIMIT

 Max pointer indications:

EGT above 915 C (or 950 C at take off power) and below 990 C :
- THR LEVER (of affected engine) ……………….. .BELOW LIMIT
Normal operation may be resumed and maintained until next landing.
Report in maintenance logbook.

 Max pointer indications:

EGT above 990 C :
Demonstrate, by engine
- THR LEVER (of affected engine) ……………………………IDLE test, the ability to operate
- ENG MASTER (of affected engine) …………………………OFF for 5 minutes at 42 C /
If conditions do not permit engine shut-down land as soon as possible using the 75 F above declared limit
minimum thrust required to sustain safe flight.
(N1, N2 at red line) with
post-test inspection showing
ENG 1(2) SHUT DOWN engines parts within
Apply after ENG SHUT DOWN procedure.
serviceable limits.

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Flight Operations Meeting

Summary
 Summary

• Savings & Cost Reductions is the result of many small actions & Policies

• Airlines are fully involved in Engine choice

• Flight Crews are the main contributors in saving the engine

• Engine technology is evoluatng, so Pilots must adapt themselves to a

new managing

• Training and updates

• Your hands are on the throttle 99% of the time

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 Summary

•S
• Savings & Cost Reductions is the result of many small actions & Policies

•A
• Airlines are fully involved in Engine choice

•F
• Flight Crews are the main contributors in saving the engine
MUST NEVER BE SACRIFIED
•E
• Engine technology is evoluating, so Pilots must adapt themselves to a
new managing

•T
• Training and updates

•Y
• Your hands are on the throttle 99% of the time

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 Flight Operations Meeting

Thanks For Your Attention

 Flight Operations Meeting

Questions / Discussion