toasted an engine from being in toga too long?

how exactly is that possible? there isnt a limitation on it. 2 mins at 963 degrees and 5 at 947 is the only TOGA limit that would burn one up, i don't think ive ever seen them that high, certainly not if you are FLEXing. i also see the the limit at 5 mins for toga...no idea how that gets missed (its on the after t/o checks on the 200 and 7-900)

i can see toasting a 200 because you forget there is no fadec and firewall it on a go around or something.

the hard landings....thats totally believable. I see FO's continuously forget to stop the decent before landing...that falls on the training department.


I'm all for separating the 200/7-900 on a bid. If I never fly a 200 again itll be too soon. They fly like crap.

 

I don't see the big deal in flying all models. It's not that difficult of a concept. For the people doing hard landings, all they have to do is attempt a flare. The landing won't be soft but it won't hurt anything. And as the person said earlier, the climb power is on the after take off checks so.....yeah

 

Blame it on the navy pilots


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yea, those darn navy pilots.

had a passenger say the takeoff was a carrier takeoff the other day...
that was a new one...

 

I have been tempted to do a carrier rendezvous.

 

How about, "damaged the engine beyond economic repair" rather than toasted? Leaving the thrust in the toga detent for all of takeoff/climb/cruise could possibly over temp them, especially up at altitude. I know it's on the checklist, but we've all missed items on there.

 

Well your n1 tolerance gets higher as you go up. So if it's in Togo it would stay at whatever setting it was at for takeoff. I would say an average climb n1 would be 94-95ish once you get throw the upper teens?? Togo is 80's to very low 90's.




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TOGA is not Max Continuous. There's a limit.

 

[QUOTE=JohnnyDingus;2063021]Well your n1 tolerance gets higher as you go up. So if it's in Togo it would stay at whatever setting it was at for takeoff. I would say an average climb n1 would be 94-95ish once you get throw the upper teens?? Togo is 80's to very low 90's.




Well, you tried. See below.



So yes, N1 will start to increase as altitude increases, even in toga. A higher N1 equals a higher ITT, which will do bad things to an engine. Especially up at a high altitude where there is less air going through the engine to cool it versus a low altitude. Of course you are going to say, "But wait a second! We have a fantastic FADEC system that operates the engine almost automatically! Surely the computer wouldn't let the engine over temp, right?"

Sadly, the answer to that question is no. Once again, see below:



FADEC does not control ITT. Why? I'm not really sure.

So in conclusion, it is very possible that leaving the thrust lever in toga over temped an engine. I do like Biggz & your dismissal that it couldn't of possibly been forgotten because it was on the checklist. Tomorrow I will write the FAA & tell them that they forgot to write "Don't Crash" on the checklist for every airplane I ever flew. Just think of the crashes that could have been prevented if it was only written on the checklist! So....yeah.


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I know there is a limit for toga. And I'm saying it was left in toga past the limit, and long enough to trash the engine. Probably accidentally, but nonetheless it still happened.