Scribd Logo
Upload

Welcome to Scribd!

  • 70 views

    How Hot Is That Engine2 PDF

    Uploaded by

    Crystal Murray
    The document discusses engine temperature exceedances and how to avoid them. It explains how engine thrust is managed in relation to outside air temperature, and defines important temperature thresholds like EGT margin and outside air temperature limit. It then discusses several factors that can cause engines to exceed temperature limits during takeoff and recommends practices like longer warmups and bleed-off takeoffs to minimize exceedances.

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd

    How Hot Is That Engine2 PDF

    Uploaded by

    Crystal Murray
    70 views6 pages
    The document discusses engine temperature exceedances and how to avoid them. It explains how engine thrust is managed in relation to outside air temperature, and defines important temperature thresholds like EGT margin and outside air temperature limit. It then discusses several factors that can cause engines to exceed temperature limits during takeoff and recommends practices like longer warmups and bleed-off takeoffs to minimize exceedances.

    Original Description:

    AVIAVI

    Original Title

    How Hot is That Engine2.PDF

    Copyright

    © © All Rights Reserved

    Available Formats

    DOCX, PDF, TXT or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    The document discusses engine temperature exceedances and how to avoid them. It explains how engine thrust is managed in relation to outside air temperature, and defines important temperature thresholds like EGT margin and outside air temperature limit. It then discusses several factors that can cause engines to exceed temperature limits during takeoff and recommends practices like longer warmups and bleed-off takeoffs to minimize exceedances.

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    70 views6 pages

    How Hot Is That Engine2 PDF

    Uploaded by

    Crystal Murray
    The document discusses engine temperature exceedances and how to avoid them. It explains how engine thrust is managed in relation to outside air temperature, and defines important temperature thresholds like EGT margin and outside air temperature limit. It then discusses several factors that can cause engines to exceed temperature limits during takeoff and recommends practices like longer warmups and bleed-off takeoffs to minimize exceedances.

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    You are on page 1of 6

    HOW HOT IS

    THAT
    ENGINE!

    FLIGHT OPERATIONS STUDY CORNER


    Winters are just over the horizon and as we
    welcome hot and sometimes a bit too hot
    days, engine exceedances are just a few
    pounds of thrust away. Lets see, in the
    edition what causes EGT exceedances and
    how we can avoid them.

    How hot is that engine!

    How hot is that engine!


    FLIGHT OPERATIONS STUDY CORNER

    HOW IT'S MANAGED


    All engines are designed to provide a rated thrust upto a certain flat rated
    temperature, also known as corner point (CP). As shown in figure 1, the takeoff
    power management schedule is designed to provide increasing N1 as the OAT
    increases, due to the reducing density in order to
    provide the rated thrust upto the CP.
    After CP, the N1 reduces with increasing OAT as
    the EEC now reduces the thrust produced in order
    to maintain a constant EGT.
    The CFM 56-7 engines installed on our 737 fleet
    are flat rated to ISA + 15 degrees Celsius, which
    means that when departing from a sea level
    airport, the engines produce the rated thrust upto
    15 + 15 i.e. 30 degrees Celsius OAT after which
    the thrust produced reduces.
    Also, on the CFM 56-7s, at a constant takeoff
    thrust, every 1 degree C increase in OAT increases
    FIGURE 1
    EGT by approximately 3 degrees C.

    WHAT'S EGT MARGIN (EGTM)


    EGT margin is a very good indicator of an engine's health, which is routinely
    monitored through engine condition monitoring (ECM) programmes. As indicated
    by figure 1, it is the difference between the EGT redline and the actual EGT
    reached during full thrust takeoffs at or above flat rating temperatures.
    A larger margin, seen on new engines or ones fresh out of the shop after
    performance restoration, is an indication of good engine health.
    EGT margin reduces due to a large number of factors- Foreign Object Damage (FOD)
    - Compressor aero foil erosion

    Page

    How hot is that engine!

    - Dirty compressor blades


    - Increased clearance between rotor and stator blade tips due to erosion and
    rubbing.
    On the CFM 56-7s, a decrease of about 15 degrees in the EGT margin increases
    SFC by about 1%.

    WHAT'S OATL
    Outside Air Temperature Limit is another measure of an engine's health.
    OATL is the highest OAT at which the engine will give maximum rated
    thrust without exceeding the EGT redline limit.
    OATL and EGTM are related in the sense that OATL greater than CP
    implies a positive EGTM. As the engine deteriorates, the EGTM as well as
    the OATL reduce. At an OATL equal to CP, EGTM is zero and EGT
    exceedance can occur. A negative OATL also implies a negative EGTM.
    Let's take for example a departure from Mumbai, approximately sea level
    with an OAT of 32 degrees Celsius in one of our old workhorses with
    engines dating to your supernumerary days. As we know, CFM 56-7s are
    flat rated at ISA + 15 for
    takeoff thrust. OATL is
    determined to be 29 degrees
    Celsius, giving us a negative
    EGT margin of about 3
    degrees C (remember 1 deg
    OAT is about 3 deg EGT).
    FIGURE 2
    The flight is loaded to the
    brim and you can just takeoff
    at full thrust.
    "V1" "rotate" and after a few
    seconds the EGT dial flashes red. Theoretically, the EGT should reach 953
    degree C.

    HOW DID WE GET THAT 950 DEG C LIMIT?


    Engine certification tests require the engine to run across a varied list of situations

    Page

    How hot is that engine!

    and conditions. One of the more torturous ones is the over temperature test,
    wherein the engine is made to run for 150 hours in 25 blocks of 6 hours each.
    This test demonstrates that the engine is capable of running 42 deg C above the
    EGT redline for 5 minutes with the N1 and N2 at their redline RPMs (104* and 105
    % respectively). After engine shutdown, all parts are required to be serviceable.
    Maintenance tasks for exceedances are defined according to the magnitude and
    duration of the excursion over the redline limit. Figure 3 shows a typical AMM
    extract showing specific actions depending on the exceedances.

    FIGURE 3
    A short EGT excursion of EGT with other parameters within normal limits should not
    adversely impact engine integrity.

    HOW CAN WE END UP CROSSING THAT 950 DEG C


    LIMIT?
    Several reasons can cause an EGT excursion-

    - engine hardware or or system malfunction


    A rapid reduction in EGTM can be due to an EEC malfunction or a hardware
    damage/failure. For example, a variable bleed valve (VBV) struck open during
    takeoff causes a 10 deg higher EGT.

    Page

    How hot is that engine!

    - normal engine deterioration


    The reduction in EGTM is gradual for engines and depending on the initial EGTM, an
    engine can stay on-wing for over 5 years before requiring a shop visit due EGT
    exceedance.
    Reduced takeoff thrust is the best method to improve EGTM deterioration trend.

    - foreign object damage (FOD) very obviously results in quick engine


    deterioration

    - insufficient warmup times


    Surprisingly, high takeoff EGTs can be experienced on the first flight of the day,
    when the engine is comparatively coldest. An engine is defined as cold if it has
    been shut down for approximately 6 hours or more. An extended warmup time is
    especially helpful at hot and high airfields where EGTM is known to be very low. A
    10 minute warmup time on a cold engine reduces the takeoff EGT by about 10 deg
    C.

    - dirty compressor airfoils


    Environmental conditions result in the fan, booster and high pressure compressor
    gaining dust over a period of
    time, which results in
    reduced airflow capacity and
    efficiency. Timely water
    washes of the engine
    improve EGTM from 0 to 20
    deg C.

    - air leakage
    A leakage in the air systems
    such as Variable Bleed
    Valves (VBVs), High Pressure
    Turbine Clearance Control Valve (HPTCCV) or engine bleeds can result in an EGT
    exceedance, especially when EGTM is low.
    A little word on bleeds off takeoff - at full takeoff thrust operations, EGT levels
    are almost similar for both bleeds on as well as bleeds off takeoffs. However,
    choosing a bleeds off takeoff when using assumed temperature results in an
    increase of about 3 deg C in the assumed temperature, which reduces the takeoff
    EGT by approximately 8 deg C.
    - as

    a point of interest, older engines without electronic engine control maintain a


    constant N1K, which is a N1 value corrected for temperature. An inversion after
    takeoff would thus require a higher N1K for the same thrust, resulting in a potential

    Page

    How hot is that engine!

    EGT overshoot.
    Engines on our NG fleet have full authority digital controls, which maintain rated
    thrust below CP by increasing N1. Above CP, there would be some loss of thrust
    which is considered insignificant for performance calculations.

    WHAT TO KEEP IN MIND


    A takeoff EGT exceedance is not indicative of an engine failure. Like all modern
    turbofan engines, the CFM 56-7s are designed and certified for operation in
    extreme conditions. Deteriorating engine health can result in the EGT running
    higher but thrust still remains available.
    Proper respect for EGT redline limit does not mean blindly pulling back on the
    thrust levers. Evaluate the situation, let the flight path stabilise at least 400 ft
    above the runway before starting the engine limit or surge or stall non normal
    checklist.
    An EGT exceedance occurs on engines with reduced EGTMs during high thrust
    operations
    - on hot days
    - at high altitude airports
    - without proper engine warmup times
    To minimise exceedance occurrences, aircrafts with known reduced EGTMs should
    not be deployed on 'hot routes'. Consider bleeds off takeoff. Maintenance staff
    should conduct a regular engine water wash. A longer warm-up time, including
    taxi, will reduce the EGT peak during takeoff.

    All queries, additions and corrections can be


    addressed to
    Tapesh Kumar
    First Officer B737
    10617495@crewmail.jetairways.com

    Page

    You might also like