BIG ENGINES
Transcript of BIG ENGINES
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Big Engines and
Directional Control
Big Engines and
Directional Control
WARNING: Export ControlledThis document contains technical data whose export is restricted by the ExportAdministration Act of 1979, as amended, Title 50, U.S.C.; App. 2401, et seq.Violators of these export laws are subject to severe criminal penalties.Diversion contrary to U.S. law is prohibited.Controlled by ECCN: 9E991 Date: 11January2008
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BIG engines………BIG engines………
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IntroductionsIntroductions
3 Boeing representatives for this topic:
Captain Suzanna P. Darcy-Hennemann777 Chief Pilot
Captain Gregory G. Botch777 Chief Technical Pilot
Paul J. Bolds-Moorehead777 Stability & Control Lead Engineer
3 Boeing representatives for this topic:
Captain Suzanna P. Darcy-Hennemann777 Chief Pilot
Captain Gregory G. Botch777 Chief Technical Pilot
Paul J. Bolds-Moorehead777 Stability & Control Lead Engineer
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● Concept
● Situation
●
Effect
● Plan
● Summary
● Concept
● Situation
●
Effect
● Plan
● Summary
● Concept
● Situation
●
Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
AgendaAgenda
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The ConceptThe Concept● Thrust on twin-engine airplanes tends to grow significantly
over the life of the fleet
● Rarely do vertical tail and rudder sizes grow with this thrustgrowth
● High thrust asymmetry (engine failure) challenges directionalcontrol
● Thrust on twin-engine airplanes tends to grow significantlyover the life of the fleet
● Rarely do vertical tail and rudder sizes grow with this thrustgrowth
● High thrust asymmetry (engine failure) challenges directionalcontrol
Yawing moment due toaerodynamic directional
stability and controls
Yawing moment due toaerodynamic directionalstability and controls
Large thrust commandedfrom operating engine
Large thrust commandedfrom operating engine
Yawing moment due tothrust asymmetry
Yawing moment due tothrust asymmetry
Failed EngineFailed Engine
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The Concept (continued)The Concept (continued)
● Loss of directional control at a given airspeed in thisenvironment is defined by:
– Inability to reliably fly a specific bank angle
– Inability to precisely control the heading
● Large displacements of control wheel and rudder pedals will be
noticeable to the flight crew as this speed is approached
● The certified minimum control speeds (VMCA /VMCL) are alwaysgreater than the airspeed for loss of directional control
● Operational airspeeds (V2 /VREF) are always greater thanor equal to minimum control speeds
● “Stretched” airplanes are less susceptible to this phenomenon(longer tail moment arm)
● Loss of directional control at a given airspeed in thisenvironment is defined by:
– Inability to reliably fly a specific bank angle
– Inability to precisely control the heading
● Large displacements of control wheel and rudder pedals will be
noticeable to the flight crew as this speed is approached
● The certified minimum control speeds (VMCA /VMCL) are alwaysgreater than the airspeed for loss of directional control
● Operational airspeeds (V2 /VREF) are always greater thanor equal to minimum control speeds
● “Stretched” airplanes are less susceptible to this phenomenon(longer tail moment arm)
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A i r s p e e d
A i r s p e e d
WeightWeight
The Concept (continued)The Concept (continued)
S t a l l W a r n
i n g ( s t i c k s h a k e
r )
S t a l l W a r n
i n g ( s t i c k s h a k
e r )Loss of Directional Control (now)Loss of Directional Control (now)
VMCAVMCA
Loss of Directional Control (then)Loss of Directional Control (then)
However, higher thrust asymmetry may cause a loss of directionalcontrol at airspeeds greater than that for stall warning
Thrust growthThrust growth
before big engines
invented, Loss of control
speed (independent from
weight) was smaller than
stall (so first stall, then
loss of control)
Thrust growth carried theline here. This means at
certain weights you may
losse conytrol even befoire
stall
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The Concept: Takeoff Procedure ReviewThe Concept: Takeoff Procedure Review
Limited Max availableLimited Max availableThrust afterengine failure
Based upon derated thrust
level
Determinedby full thrust
Based upon derated
thrust level
Determinedby full thrust
VMCA / VMCG /V2 airspeeds
Combination
AssumedTemperature
Method(ATM)
Fixed
derate Full thrust
Takeoff Thrust Setting Method
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The Concept: Go-Around Procedure ReviewThe Concept: Go-Around Procedure Review
● Pilot initiates go-around with TOGA push (single or double push)
– Single push gives thrust for ~2000 fpm climb – Double push gives full GA rated thrust
● Pilot changes flap setting to go-around flap (typically flaps 20)
● On achieving positive rate-of-climb, pilot raises landing gear
● Should engine failure occur during go-around, continuenormal procedures
● Maintain VREF speed as minimum during the go-around
● Follow Flight Director guidance to maintain recommendedairspeed
● Pilot initiates go-around with TOGA push (single or double push)
– Single push gives thrust for ~2000 fpm climb – Double push gives full GA rated thrust
● Pilot changes flap setting to go-around flap (typically flaps 20)
● On achieving positive rate-of-climb, pilot raises landing gear
● Should engine failure occur during go-around, continuenormal procedures
● Maintain VREF speed as minimum during the go-around
● Follow Flight Director guidance to maintain recommendedairspeed
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● Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
AgendaAgenda
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Reduced Directional Control Example - 777Reduced Directional Control Example - 777
● The 777 airplane family meets all certification regulations
(including minimum control speeds, VMC)
● There have been no reported 777 directional control incidentsin Boeing flight test or airline revenue service
● Decelerating enough to reach engine-out loss of directionalcontrol airspeeds is an extremely improbable event for 777airplanes
● Flying at approved operating airspeeds and followingrecommended procedures will maintain directional control
● The 777 airplane family meets all certification regulations
(including minimum control speeds, VMC)
● There have been no reported 777 directional control incidentsin Boeing flight test or airline revenue service
● Decelerating enough to reach engine-out loss of directionalcontrol airspeeds is an extremely improbable event for 777airplanes
● Flying at approved operating airspeeds and followingrecommended procedures will maintain directional control
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Defining “Loss of Directional Control”Defining “Loss of Directional Control”
● The airspeed at which it is no longer possible to reliably control bankangle and heading defines a loss of directional control airspeed
Note: For all Boeing models, this speed is always less than VMCA
● For example, with the 777 family:
– On some of the minor models for lighter weight operations only,the speed for loss of directional control is greater than stall
warning speed – While meeting all VMC regulations, decided to enhance operational
speed margins
● Operations near ground in high thrust asymmetry conditions
(single-engine go-arounds and single-engine takeoffs) arethe areas of primary interest
● Again, flying at approved operating airspeeds and followingrecommended procedures will maintain directional control
● The airspeed at which it is no longer possible to reliably control bankangle and heading defines a loss of directional control airspeed
Note: For all Boeing models, this speed is always less than VMCA
● For example, with the 777 family:
– On some of the minor models for lighter weight operations only,the speed for loss of directional control is greater than stall
warning speed – While meeting all VMC regulations, decided to enhance operational
speed margins
● Operations near ground in high thrust asymmetry conditions
(single-engine go-arounds and single-engine takeoffs) arethe areas of primary interest
● Again, flying at approved operating airspeeds and followingrecommended procedures will maintain directional control
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● Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
AgendaAgenda
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Determining “Loss of Directional
Control” Airspeeds
Determining “Loss of Directional
Control” Airspeeds
Determination procedure:
1. Fail one engine and command
full thrust on operating engine(against Standard OperatingProcedure for Fixed Derate orFixed Derate/ATM takeoffs)
2. Decelerate while maintaining
constant heading using rudderand wheel deflections
3. Airspeed at which bank/headingis no longer controllable islabeled the “loss of directionalcontrol” airspeed
4. Large wheel and rudderdisplacements are readilyapparent, even though crewproximity to this regimeis not specifically annunciated
Determination procedure:
1. Fail one engine and command
full thrust on operating engine(against Standard OperatingProcedure for Fixed Derate orFixed Derate/ATM takeoffs)
2. Decelerate while maintaining
constant heading using rudderand wheel deflections
3. Airspeed at which bank/headingis no longer controllable islabeled the “loss of directionalcontrol” airspeed
4. Large wheel and rudderdisplacements are readilyapparent, even though crewproximity to this regimeis not specifically annunciated
S t a l l W a r n
i n g
S t a l l W a r n
i n g Loss of Directional Control (high-thrust engines)Loss of Directional Control (high-thrust engines)
VMCAVMCA
Loss of Directional Control (ideal)Loss of Directional Control (ideal)
ThrustGrowthThrustGrowth
WeightWeight
A i r s p e e d
A i r s p e e d
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S t a l l W a r n
i n g
S t a l l W a r n
i n g Loss of Directional Control
(full thrust)
Loss of Directional Control
(full thrust)
VMCA (full thrust)VMCA (full thrust)
Airspeed Margins (Takeoff)Airspeed Margins (Takeoff)
●What is the desired marginbetween V2 and the loss
of directional control? – Minimum V2 speeds obtained
assuming largest fixed derateswhere thrust lever push is notallowed (not an issue for
full-thrust or assumedtemperature takeoffs)
●Establishing guidelines for themargin between Minimum V2
and the loss of directional controlairspeed for all models
● For the takeoff scenario:
– May result in a V2 airspeed
floor being implemented
●What is the desired marginbetween V2 and the loss
of directional control? – Minimum V2 speeds obtained
assuming largest fixed derateswhere thrust lever push is notallowed (not an issue for
full-thrust or assumedtemperature takeoffs)
●Establishing guidelines for themargin between Minimum V2
and the loss of directional controlairspeed for all models
● For the takeoff scenario:
– May result in a V2 airspeed
floor being implemented
V2 floorV2 floor
Note: Only an issue if pilot pushes thrust levers past fixed derate level disregarding training
M a r g i n
M a r g i n
M i n i m u
m V 2
( f i x e d d
e r a t e ) M i n
i m u m V 2
( f i x e d d
e r a t e )
WeightWeight
A i r s p e e d
A i r s p e e d
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Airspeed Margins (Takeoff) – Proper TechniqueAirspeed Margins (Takeoff) – Proper Technique
S t a l l W
a r n i n g
S t a l l W
a r n i n g Loss of Directional Control
(fixed derate)
Loss of Directional Control
(fixed derate)
VMCA (fixed derate)VMCA (fixed derate)
M i n i m u
m V 2
( f i x e d d e
r a t e ) M i n
i m u m V 2
( f i x e d d e
r a t e )
WeightWeight
S t a l l W
a r n i n g
S t a l l
W a r n i n
g Loss of Directional Control
(full thrust)
Loss of Directional Control
(full thrust)
VMCA (full thrust)VMCA (full thrust)
V 2 ( f u
l l t h r u s t )
V 2 ( f u
l l t h r u s t )
WeightWeight
A i r s p e e d
A i r s p e e d
Adequate marginAdequate margin
Adequate marginAdequate margin
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Airspeed Margins (Landing/Go-Around)Airspeed Margins (Landing/Go-Around)
● What is the acceptable marginbetween VREF and the loss of
directional control?
● Establishing guidelines for themargin between VREF and theloss of directional controlairspeed for all models
● For the landing/go-aroundscenario:
– May result in a VREF airspeedfloor being implemented
● What is the acceptable marginbetween VREF and the loss of
directional control?
● Establishing guidelines for themargin between VREF and theloss of directional controlairspeed for all models
● For the landing/go-aroundscenario:
– May result in a VREF airspeedfloor being implemented
WeightWeight
A i r s p e e d
A i r s p e e d
S t a l l W a r n
i n g
S t a l l W a r n
i n g Loss of Directional ControlLoss of Directional Control
VMCLVMCL
VREF floorVREF floor
M a r g i n
M a r g
i n
S t a l l - B a
s e d V R E F
S t a l l - B a
s e d V R E F
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Operational speed margin affected for
takeoff below ~380Klb/~172000Kg andlanding below ~400Klb/~181000Kg
RR 895
GE90-94B777-200ER
NONE(ALL)777-300 / -300ER
Operational speed margin affected fortakeoff below ~445Klb/~202000Kg(~465Klb/~211000Kg for the 115BL)
GE90-110B1L
(GE90-115BL)
777-200LR
777-Freighter
Operational speed margin affected forlanding only below ~365Klbs/~165500 Kg
PW4090
RR 892
GE90-90B
777-200ER
NONE
PW4074, 4077, 4084
RR 877, 884
GE90-76B, -85B
777-200 / -200ER
AffectEngineMinor Model
Airspeed Margins - 777 Fleet ExampleAirspeed Margins - 777 Fleet Example
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● Concept
● Situation
● Effect
● Plan
● Summary
●
Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
●
Concept
● Situation
● Effect
● Plan
● Summary
AgendaAgenda
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The PlanThe Plan● Simulation study across all Boeing models in process
– 777 study portion now complete
● Establishing margin guidelines for all Boeing models
– 777 preliminary results: 10 knots for takeoff, 17 knotsfor landing
● Reviewing all manuals for clarity
– 777 Flight Crew Training Manual revised October, 2007
● Make modifications as warranted
– TakeoffÆ Modify V2 for affected 777-200ER, 777-200LR,and 777F
– Go-AroundÆ Modify VREF for affected 777-200ER(V
REF
floor already in place for 777-200LR/F)
● Simulation study across all Boeing models in process
– 777 study portion now complete
● Establishing margin guidelines for all Boeing models
– 777 preliminary results: 10 knots for takeoff, 17 knotsfor landing
● Reviewing all manuals for clarity
– 777 Flight Crew Training Manual revised October, 2007
● Make modifications as warranted
– TakeoffÆ Modify V2 for affected 777-200ER, 777-200LR,and 777F
– Go-Around Æ Modify VREF for affected 777-200ER(V
REF
floor already in place for 777-200LR/F)
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● Concept
● Situation
● Effect
● Plan
● Summary
●
Concept
● Situation
● Effect
● Plan
● Summary
● Concept
● Situation
● Effect
● Plan
● Summary
●
Concept
● Situation
● Effect
● Plan
● Summary
AgendaAgenda
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SummarySummary
● Provide heightened operator awareness of the affect of increasedasymmetric thrust
– On some of the minor models for lighter weight operations only,the speed for loss of directional control is greater than stallwarning speed
● Emphasize the importance of following published procedures
– Flying at Boeing-recommended airspeeds and followingBoeing-recommended procedures maintains directional control
– Manage thrust as recommended (respect derated takeoffs)
● Evaluate entire Boeing fleet to establish appropriate V2 / VREF
margins to loss of directional control airspeed
● Available tomorrow for breakout sessions on this topic uponrequest
● Provide heightened operator awareness of the affect of increasedasymmetric thrust
– On some of the minor models for lighter weight operations only,the speed for loss of directional control is greater than stallwarning speed
● Emphasize the importance of following published procedures
– Flying at Boeing-recommended airspeeds and followingBoeing-recommended procedures maintains directional control
– Manage thrust as recommended (respect derated takeoffs)
● Evaluate entire Boeing fleet to establish appropriate V2 / VREF
margins to loss of directional control airspeed
● Available tomorrow for breakout sessions on this topic uponrequest
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SeattleSeattle
Bringing Flight Operations to YouBringing Flight Operations to You
Big Engines and
Directional Control
Big Engines and
Directional Control