Hi folks,

 

two things I noticed

 

1) In an engine out scenario, there is no way to get the A/T to work again. You should be able to use A/T if you match the thrust levers manually.

 

2) I noticed that quite often, especially at higher altitudes, CLB thrust will be higher than both TO and CON thrust according to the FMC. CON thrust should always be higher than CLB.

 

Thanks

Mark

http://forum.avsim.n...ic#entry2460318

 

CON thrust should always be higher than CLB.

 

It shouldn't. It can be lower, higher, equivalent to CLB or TO.

Fair enough about the single engine A/T. I'm only rated on the classic so that was just an assumption that it would work on the NG as well.

 

But yes, I'm still positive that CON should always be >= CLB. For non-derated / assumed temp take offs, it will always be:

TO >= CON => CLB => CRZ

Everything else doesn't make sense. CON thrust is just that - maximum thrust that can be used for a non-limited time frame. TO thrust is limited to 5 mins (10 mins while E/O)

 

Mark

On high altitudes NG the max cont N1 can be on 0.1-0.2% higher then max climb.

Exactly, but what I'm seeing is that max con is 1.0 ~ 0.5% LOWER than max climb...

On high altitudes NG the max cont N1 can be on 0.1-0.2% higher then max climb.

 

Sorry, I wanted to say that on NG the max cont N1 can be on 0.1-0.2% lower then max climb. Of course it's less of what are you seeing.

But I think PMDG used some performance docs, so that should be correct.

Hi Rostyslav,

 

what's the logic behind this? The name "max continous" suggests that anything higher is not something the aircraft is certified to sustain for an extended period of time.

And at the same time, there is no time limit at climb thrust.

 

Or is this 0.1% delta just a rounding error?

 

Thanks

Mark