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CFM56 Engines
50%
60%
70%
80%
90%
100%
110%
70% 75% 80% 85% 90% 95% 100% 105%
% thrust
% $/EFH
For budgetary purpose Only
2-Hour Flight Leg
Climb Derate = 10%
Cruis e Derate = 10%
Reduced Thrust effect on CFM56 Engines
104
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Flight Leg
100
80
60
40
20
0
0.5 1 1.5 2 2.5 3
% Engine Maintenance Cost
T/OFF
CLIMB
CRUISE
Lower maintenance costs
1 minute
of takeoff
has a
responsibi
lity of at
least 45%
at least on
the engine
maintenan
ce cost
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105
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Phase
Exposure
Time
%
IFSD
IFSD
Factor
% Major
Failures Major Factor
%
Fires
Fire
Factor
%
Component
Separation
Separation
Factor
%
All Engine
Power Loss
Power Loss
Factor
Takeoff 1 4 4 43 43 12 12 23 23 8 8
Cl imb 14 31 2 30 2 42 3 34 2,5 22 1,6
Takeoff Vs
Cl imb
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
Improved flight safety
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.
• 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
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106
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Derate / EGTm / TAT
-20
-10
0
10
20
30
40
50
60
70
80
90
30/12/01 03/01/02 08/01/02 17/01/02 20/01/02 23/01/02 25/01/02 28/01/02 01/02/02 07/02/02 08/02/02 11/02/02 14/02/02 17/02/02
Date
Derate ( % ) / EGTm (°C )
EGT_HOT_DAY_MARGIN DEG_C
THRUST_DERATE %
TOTAL_AIR_TEMPERATURE DEG_C
Linéaire (EGT_HOT_DAY_MARGIN DEG_C)
Linéaire (THRUST_DERATE %)
Linéaire (TOTAL_AIR_TEMPERATURE DEG_C)
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107
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
For
• RUNWAY (Length, Altitude, slope…)
• TEMPERATURE, QNH, wind,…
• FLAPS SETTING
• OBSTACLES HEIGHT & DISTANCE
• AIRPLANE CONDITION
• RUNWAY CONDITION
At
• MAX TAKEOFF THRUST SETTING
There is
1 LIMITING GW
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108
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
T/Off GW THRUST
T°
Flat Rated T°
(CP)
Real T°
Today
Max Thrust
Today
Max GW
Today
Real GW
Today
Reduced Thrust
Flex
Temp
IF REAL GW < MAX LIMITING GW, a T°called “Flex” can be
computed that would limit the airplane performance to the real GW.
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25%
Thrust reduction Max
Flex
Max
109
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
EGT
N1
FLAT RATED THRUST: TOGA
OAT
CP*
* CP: Corner Point or Flat Rated Temperature
　
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