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    Variations of Take

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    Kiên Phạm Trung

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    Variations of Take

    Uploaded by

    Kiên Phạm Trung
    7 views3 pages

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    7 views3 pages

    Variations of Take

    Uploaded by

    Kiên Phạm Trung

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    of 3

    Variations of Take-off Thrust with Air Temperature (OAT)

    Figure 3.22
    Generally, the Thrust of any turbojet engine is restricted by the maximum temperature the
    turbine blades can withstand. The more heat resistant the material from which the turbine
    blades are made and the more efficient the blade cooling, the higher the maximum turbine inlet
    temperature and therefore the greater the Thrust the engine can safely develop.

    General Principles - Climb

    3
    For a given engine, the higher the OAT the lower the mass air flow and therefore the lower the
    fuel flow before the maximum turbine inlet temperature is reached and consequently, the lower
    the Thrust the engine is able to develop – this is known as EGT limited Thrust.
    Figure 3.22 should be read from right to left, and shows Thrust increasing with decreasing OAT
    at a given Pressure Altitude, but only down to an OAT of ISA + 15°C. Below ISA + 15°C Thrust
    remains constant. This is the engine’s “Flat Rated” Thrust. At OATs below ISA + 15°C, Thrust is no
    longer limited by turbine inlet temperature but by the maximum air pressure the compressor is
    built to withstand. Below airport OATs of ISA + 15°C it does not matter how far the flight crew
    advance the throttle, the engine management computer will maintain “Flat Rated” Thrust – this
    is the maximum certified Thrust of the engine.
    From a Performance point of view, if engines are not “Flat Rated” and the throttles are fully
    advanced at OATs below ISA + 15°C a lot more than maximum certified Thrust will be delivered.
    While this may not be immediately destructive to the engine if done occasionally, it completely
    compromises the certification of the aeroplane. Engine-out critical speeds (VMCG, VMCA and
    VMCL) are based on the yawing moment generated at maximum certified Thrust. If significantly
    more Thrust is produced during one-engine-out flight with the IAS at the recommended
    minimum, directional control of the aeroplane will be lost.
    Some Performance graphs incorporate the “Flat Rated” Thrust of the engine to allow
    determination of, for instance, the Climb Limit Take-off Weight. Climb Limit Take-off Weight will
    increase with decreasing OAT, but only down to ISA + 15°C. For each Pressure Altitude, an OAT
    lower than ISA + 15°C will not give an increase in Climb Limit Take-off Weight.
    In the EASA Performance exam the ISA + 15°C temperature for each Pressure Altitude is referred
    to as the “kink” in the pressure altitude lines of CAP 698, Figures 4.4, 4.5 and 4.29. “The kinks in
    the pressure altitude lines indicate the temperature, individually for each altitude, below which
    the Thrust will not increase with an increase in density”.
    Region of Reverse Command
    Figure 3.23
    Thrust and Drag on the same graph will show the result of many variables. Figure 3.23 shows
    Thrust Available in green and Thrust Required in red. The intersection of the two curves will
    result in unaccelerated flight at a high speed of 350 KIAS.
    General Principles - Climb
    57

    General Principles - Climb


    TURBOJET
    THRUST AVAILABLE &
    THRUST REQUIRED

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