64.2 tonnellate
Total Anti Ice ON
A/COND OFF
QNH 1007
CALM WIND
RWY DRY
Ma qaul è la temperatura?
64.2 tonnellate
Total Anti Ice ON
A/COND OFF
QNH 1007
CALM WIND
RWY DRY
Senza temperatura non si sa se correggere per total anti ice visto che dice che si applica per OAT minore di 10
in realtà si sta applicando questo discorso (http://www.b737.org.uk/assumedtemp.htm):Ma qaul è la temperatura?
What is an Assumed Temperature Thrust Reduction ?
This is a way of reducing the take-off thrust to the minimum required for a safe take-off, thereby conserving engine life and hence reducing your chances of an engine failure.
How Does it Work ?
The CFM56-3 and -7 are flat rated at ISA+15C ie 30C. This means that they are guaranteed to give (at least) the rated thrust at the full throttle position when the OAT is below this temperature. Above this temperature, they will give less thrust because the air is less dense.
On occasions when full thrust would be more than is safely required eg light aircraft, long runway, headwind etc. we can choose a thrust setting below full thrust by telling the engines (via the FMC) that the OAT is much higher than it actually is. This higher temperature is called the assumed temperature.
If we fool the engines into thinking that the temperature is much higher then it actually is, by entering an assumed temperature into the FMC, they will use a correspondingly lower N1 to give the rated thrust for the higher temperature when TOGA is pressed. You may at any stage after TOGA is pressed advance the thrust levers further to give the full rated thrust again.
In practice, we find the assumed temperature by entering the take-off tables (see example at foot of page) with the actual takeoff weight, and then determining the hottest outside air temperature at which the take-off could be performed. This temperature is called the "Assumed Temperature" and is entered into the FMC TAKEOFF REF 1/2 page as "SEL TEMP". The ambient temperature is also entered here (as "OAT") and the reduced thrust take-off N1's will be computed by the FMC and displayed on the CDU. On the NG series, the temperatures are entered in the N1 LIMIT page.
Però radial360 ha scritto che la correzione va effettuata.
Grazie SeaKing!!!!
Grazie a te delle spiegazioni, rese semplici pur nella complessità della materia che trattano!
Potresti quasi aprire una rubrica... quiz con spiegazione... ne avremmo da leggere (e da imparare) per i prossimi mesi a venire!
Allora, vi spiego come facciamo noi:
1000 grazie Radial360 per avermi fatto perdere il pomeriggio!!
Da quando hai messo la tabella e mi hai messo in testa l'idea di capirne il corretto funzionamento, ho passato il pomeriggio a spulciare le tabelle dei nostri A340-600 e -300!
Morale, oggi pomeriggio ho prodotto zero!!
che bello il 737 in questo,molto facile nei calcoli....fisso Flaps 5....se pesiamo troppo,pur di ridurre usiamo l'improved climb (col 300 di sovente usiamo flaps 1...in salita è un razzo)
sul 320 troppi calcoli,meglio un buon perf. calculator su EFB![]()