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- Repeat the procedure every 15 minutes
• Centrifugal force, temperature rise, and pressure increase will remove ice
153
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
• Minimize reverse thrust use on contaminated
runways
• 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
Descent
Smooth power reduction
In Approach Idle mode the DAC logic mode switches
to the 20/2*5 when the flaps/slats are extended
Idle most economical
Engine control maintains appropriate idle speed
Engine control maintains mini N1 required for
operation in icing or rain/hail conditions
Landing/Reversing
Noorrmaall Oppeerraattiioonn
Effect of N1 and Airspeed onNet Reverse Thrust
154
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Shutdown
 3 minutes cooldown after coming out of reverse
• Includes taxi
 One Engine Taxi In ?.. Operators have to keep in mind some specifics.
• On well known airports to take benefit of this procedure by anticipating maneuvers
• Caution to avoid jet blast and FOD
• More thrust for breakaway and 180°turn
• Turns on the operating engine may not be possible at high GW
• Fuel saving with one-engine taxi: 12 minutes of one-engine taxi on A320 burns 92
kg of fuel versus 138 kg with 2 engines. Saving is 46 kg.
 Cool down not required for emergency shutdown
Noorrmaall Oppeerraattiioonn
155
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Flight Ops Support
TTeecchhnniiccaall FFeeaattuurreess
Normal Operating Considerations
Flight phases, ops recommendations
Reedduucceedd TTaakkeeOffff TThhrruusstt
CFFM5566 Geenneerraall
EnnggiinneeCeerrttiiffiiccaattiioonn & TTeessttiinngg
Operational Characteristcs
EGTMargin, OATL
Seelleecctteedd Abbnnoorrmaall Coonnddiittiioonnss
156
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Selected Abbnnoorrmaall Coonnddiittiioonnss
(Symptoms Observed Following Severe Damage Events)
Evidence of Severe Engine Damage

Loud bang, spooldown, aircraft yaw

High indicated vibration (N1 or N2)

High felt vibration (N1)*

N1 or N2 rotor seizure*

Visible damage to cowling or aircraft
structure*

Visual confirmation of metal exiting
tailpipe*

Missing engine parts (e.g. tail cone)*

Rapid increase in EGT > red line limit

Fumes or burning smell in
the cockpit/cabin

Gross mismatch of rotor
speeds (N1 vs N2)

Throttle seizure

Non-response of engine to
throttle movement

High nacelle temperature

Rapid decrease in oil
quantity or pressure

High oil temperature

Oil filter clog

Fuel filter clog
• Observation of one of
these symptoms alone
may not indicate severe
engine damage
• These symptoms
occurring in combination
or following a suspected
bird strike or other FOD
ingestion (e.g., ice slab),
stall or power loss could
indicate severe engine
damage
• (*) Asterisked items
alone may indicate
severe engine damage
with or without other
indications
157
Flight Operations Support
10 September 2005
CFM PROPRIETARY INFORMATION
Subject to restrictions on the cover or first pa ge
Autostart Failure to Lightoff Logic
Ground

Lightoff detected when EGT increases
55°C above initial EGT

If no lightoff within 15 seconds (20
seconds cold engine)
• Fuel and ignition turned off
• Dry-motored for 30 seconds
In-flight

If no lightoff within 30 seconds
　
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