SEPT.

2011

THE ATR CUSTOMER SERVICES NEWSLETTER

https://www.atractive.com

EDITO THE PW127M

With the installation of the PW127M
engine on ATR aircraft, ATR and
OPTIONS
PWC introduced the RTO (Reserve
Takeoff) and Boost features which The PW127M is a type of engine that can be fitted on both the ATR 42-500/-600 and ATR 72-500/-600 series.
can be activated by the flight crew The interchangeability allows versatility of maintenance actions.
on a case by case basis. Some
operators have since requested more
operational and maintenance data,
in particular on the cost side, hence
this special edition of FIT. Details on
the PW127M options RTO and Boost
- are given in two parts.

The first part focuses on operational

gains obtained when running the
options. The second part addresses
costs, in relation to maintenance and
uses.
(used as a PW127E) (used as a PW127F) (used as a PW127M)
We hope that this special edition will
assist you in getting the most out of
your PW127M engines, in terms of
performance and flexibility.

Fig. 1 – PW127M options on ATR42-500/-600 and ATR 72-500/-600

The ATR -500 series has been equipped with PW127M engines since 2008, from MSNs 675 for the 42-500
series and 779 for the 72-500 series. The -600 series shall also be equipped with the PW127M as sole
engine type.
This engine type, in addition to being common to the 42 and 72 ATR models, allows two optional functions, RTO
(Reserve Takeoff) and Boost, to be used either independently or together, for extra performance.

The PW127M is a “multi rated” engine: it has different ratings depending on which aircraft type it is installed
Contact
and depending on the option used, as illustrated in the above figure. The name of the engine (PW127M) must
Blandine Marchand at
blandine.marchand@atr.fr
be distinguished from the name of available ratings (127E, 127F and 127M).

In other words, PW127M engines installed on ATRs 42-500/-600 will have the same rating as PW127E
engines (PW127E rating).
■ On the ATR 42-500/-600, the Boost option is not available but the RTO is.
Contact On ATRs 72-500/-600, the PW127M offers the flexibility of giving extra power when needed, without the
inconvenience of paying full time for a more powerful engine. With this engine it is possible to either:
Frederic Delabre at
frederic.delabre@atr.fr
- use it with its standard rating as a classical PW127F engine (127F rating), if and when flight mission-
compatible,
 THE PW127M OPTIONS

- increase its standard performance rating in constraining operating environments (short runways) using the RTO option,
- compensate a loss in performance due to high temperature and/or pressure altitude (hot and high operating environment) using the Boost option (activation of 127M rating),
- use both options together for extra benefits.

Having said that, it must be noted that both options are more demanding on the engines. What follows is an outline of the options’ effects on operational savings,
maintenance and costs, together with the procedures for their use.

OPERATIONAL GAINS
THE RESERVE TAKEOFF (RTO) OPTION
RTO has been specifically developed in order to provide better performance during takeoff in “short runway” 100%
situations.

The RTO option allows taking the benefit of both engines at RTO power from brake release (100% torque),
in comparison to normal takeoff carried out at TO power (90% torque). This is obtained by moving the Power 90%
Lever, out of the notch, to the ramp (see figure 2).

No hardware modification is needed, only a “Paper mod.” concerning AFM, FCOM and QRH.
This option is available by means of retrofit for ATRs 72-500/-600: SBATR72-00-1004 “General – PW127M
engines – Enable take-off at RTO power”.
Fig. 2 – PL to the ramp

IMPACT ON TAKEOFF PERFORMANCES

In the chart on the left, engine power values are plot-
ted against temperature values. The 127F baseline
represents a standard takeoff (90% power takeoff).
Before the break temperature, engine power remains
constant with temperatures and is restricted by the
mechanical limits of the gear box. Once over the break
temperature, the engine’s thermal limit becomes that
of the turbine and engine power decreases as the
temperature increases.

Taking off with Reserve Takeoff power allows using

another engine limit corresponding to 100% of engine
power instead of 90%.

Fig. 3 – Engine power versus OAT

For a given takeoff weight and using the RTO option,

takeoff distances are reduced since full engine power
is delivered from the brake release (refer to figure 4).

Fig. 4 – Reduced takeoff distances while using RTO

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When at a particular airport, the aircraft allowable takeoff weight is limited due to performance requirements induced by runway lengths and/or obstacles, using RTO
will allow RTOW increase.
When the takeoff weight is limited because of the run-
way lengths, the gain in allowable takeoff weight will
be directly induced by additional power from RTO use.
On identical distances, heavier weight conditions
for takeoff become permitted due to the available
extra engine power. When takeoff is limited due to
obstacle(s), the reduction of takeoff distances arti-
ficially moves away the obstacles (the actual lift off
Fig. 5 – Improved RTOW while using RTO being done earlier) thus inducing gain in the allowable
takeoff weight (refer to figure 5).

The RTO option will have no impact if the takeoff is second segment (climb) limited. Indeed during a standard take off (90% power), the remaining engine is automatically
uptrimmed to full power in case of engine failure. The second segment regulatory requirement (2.4%) applies, independently of RTO use.

RTO impact can be illustrated as below, with FOS limitation charts.

In this example, the runway is short (1200 m), the conditions are assumed as follows, 25°C, no wind. The takeoff is runway limited (3-3). Use of RTO allows an approxi-
mate RTOW increase of 450 Kgs.

RTO
+ 459 kg

Fig. 6 – FOS examples, RTO impact

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 THE PW127M OPTIONS

RTO IN OPERATIONAL DOCUMENTATION

RTO related pages are supplied at the time of acquisition of RTO modification 5730 for the ATR 42-500 and modification 5731 for the ATR 72-500. RTO impacts AFM,
FCOM and QRH manuals.
A dedicated AFM appendix, Appendix n°21 “Takeoff at 100% torque” (AFM 7_01.21) addresses RTO matters.
In the FCOM, RTO matters are addressed in “Limitations and Procedures” / “Normal procedures” / “Takeoff” (FCOM 2.03.11). Torque tables are available for Reserve
Takeoff in “Performances” / “Power settings” / “Torque tables” (FCOM 3.02.02).
The QRH also includes torque tables in the “Performances” / “Power settings” sections.

NORMAL PROCEDURES
Normal use of RTO is described in AFM appendix n°21 and in FCOM (2.03.11).
At takeoff, both Power Levers (PLs) are advanced to the ramp. PLs are then retarded in the notch after lift-off.
Caution is given: the climb sequence should never be started before having retarded the PLs in the notch; this in order to prevent an over torque.

ABNORMAL AND EMERGENCY PROCEDURES

There are no “abnormal and emergency procedures” associated to RTO use.

THE BOOST OPTION

Boost allows better performance at takeoff and during different flight phases in cases of “hot and high” conditions.
The function is made possible by a modification which involves the addition of a BOOST pushbutton located on the left hand side of the cockpit.
■ Boost is available on ATRs 72 only

The optional Boost function is available

by means of retrofit (72-500 only): “SB
ATR72-73-1007 Engine fuel & control
– Engine Electronic Control – Install
boost function on aircraft equipped with
PW127M engines”.

Fig. 7 – Location of Boost pushbutton -500 series Fig. 8 – Location of Boost pushbutton -600 series

Fig. 9 – System scheme

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IMPACT ON TAKEOFF PERFORMANCES
In the chart on the left, engine power values are plotted
against temperature values.
The use of the Boost option with its PW127M EEC
software retards the engine thermal limit. Engine
power is maintained for highest temperatures and
pressure altitudes. Temperature break occurs later at
40°C instead of 36°C (refer to figure 10).

Fig. 10 – Engine power versus temperature

For identical takeoff conditions in temperature and pressure altitude, a 4% to 4.5% engine power gain can be expected while using Boost.
The impact is easily visualised from AFM torque tables:
Thermal limit is retarded meaning that 90% power or RTO power can be available on a wider range of temperatures and pressure altitudes.
Boost impact occurs as and when the engine thermal limit is reached and as soon as torques decrease from 90% power or from RTO power, as illustrated in the AFM tables.

Fig. 11 – Boost influence on torque tables – AFM extracts

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 THE PW127M OPTIONS

In those conditions (high and hot), takeoff is mainly limited by 2nd segment requirements. Nevertheless, when runway or obstacle limitation is encountered first (before
2nd segment limitation), takeoff power can be maintained longer and Boost effects will be the same as the ones described previously and illustrated in figures 4 and 5:
reduction of takeoff distances and artificially moving away the obstacle.

For a given takeoff weight, the use of Boost allows better climb performances, and therefore better 2nd segment gradients (calculated with one engine out).

Fig. 12 – Increased climb performances while using Boost

If, at a particular airport, the aircraft allowable takeoff weight is limited due to performance requirements induced by climb constraints (2nd segment, obstacles), the
use of Boost will allow RTOW increase, directly so in case of 2nd segment limitations and by artificially moving away the obstacles (better climb gradients) in case of
obstacle limitations (refer to figure 13).

Fig. 13 – Increased RTOW while using Boost

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The Boost effect is illustrated below, with FOS limitation charts.
On the example, the runway elevation is high (3000 ft), the temperature is assumed hot (35°C). The takeoff is 2nd segment limited (2-2). The use of Boost allows the
RTOW to be increased by approximately 600 Kgs.

BOOST ON
+ 625 kg

Fig. 14 – FOS examples, Boost impact

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 THE PW127M OPTIONS

IMPACT ON EN-ROUTE PERFORMANCES

When Boost is ON, the single-engine en-route ceiling is increased in relation to the given weight. A gain of up to 1000 ft can be expected (refer to figure 15).

Fig. 15 – Increased en-route ceiling while using Boost

Consequently, for given routes with limitations over mountainous areas, the use of Boost permits the increase of the allowable takeoff weight limited by en-route con-
straints (refer to figure 16).

Fig. 16 – Increased allowable takeoff weight while using Boost

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IMPACT ON GO-AROUND PERFORMANCES
During the landing phase, the use of Boost will impact the go-around climb performances, calculated with one engine out.
Just as shown earlier for takeoff, operational gain is to be expected, in high and hot conditions.

For a given landing weight, the use of Boost permits climb performances, and therefore go-around gradients, to be increased (refer to figure 17).

Fig. 17 – Increased go-around climb gradient while using Boost

If on a particular airport, the aircraft allowable landing weight is limited due to go-around climb gradient requirements (which mainly occurs in high and hot environ-
ments), the use of Boost will permit RLWs, and as a consequence allowable takeoff weights when limited by landing constraints, to be increased (refer to figure 18).

Fig. 18 – Increased RLW while using Boost

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 THE PW127M OPTIONS

BOOST IN THE OPERATIONAL DOCUMENTATION

In the 72-500/-600 operational documentation, Boost is always displayed and associated to the PW127M engine; even if the aircraft is fitted with PW127F engines
(72-500 series only) or with PW127M engines minus the Boost option.
In the AFM, Boost matters are addressed under “Normal Procedures” and “Performances” sections.
In the FCOM, Boost has an impact on various sections:
- “Description” / “Power plant” / “Boost function”,
- “Limitations & procedures” / “Procedures following failures” / “Power plant ENG BOOST FAULT”,
- “Performances”.
The QRH contains the “ENG BOOST FAULT” procedure following failure. In the “Ops. Data” section, torque tables for takeoff and go-around and single engine gross
ceilings are displayed.
The Boost option is addressed in MMEL ATA 73, “Engine fuel and control” / “ERIU” and “Boost function”.

NORMAL PROCEDURE AND USES

The crew selects the Boost activation option before takeoff, using the ENG BOOST (72-500) or BOOST (72-600) pushbutton.

The pushbutton is pressed-in to select the Boost (127M rating) and is

Fig. 19 – BOOST pushbutton
released-out to deactivate the Boost (back to 127F rating).
This selection is effective only when PLs are below “flight idle” position.
Once above “flight idle” position, the engine rating is systematically
latched. Actioning the ENG BOOST / BOOST Pushbutton will then have
no effect on engine rating, but it will trigger a failure caution.

Important note: in the event of engine failure, the engine rating latch is inhibited.
Should engine performances increase be needed for takeoff, BOOST needs to be selected ON prior to takeoff.
Should performances gain be needed to improve either the en-route or go-around performances (in both cases, one engine out performances), it is possible to select
BOOST in flight upon engine failure.
That being the case, the flight preparation can be done BOOST ON, the takeoff performed BOOST OFF and BOOST activated ON in flight, if needed. Engines are thus
preserved since most of the time, the Boost option is not actually used; yet its advantages are part of the overall considerations in flight preparation.

The Boost function only has an impact when power management is set to “TO” or “MCT”. In particular, Boost selection has no impact on the two-engine cruise fuel
consumption.

PROCEDURE FOLLOWING FAILURE

Boost Fault is addressed in the “ENG BOOST FAULT Procedure”, following failure.
For any discrepancy between the position of the pushbutton and the rating of both EECs, or when an EEC is
OFF, a FAULT message is triggered on the ENG BOOST / BOOST pushbutton, together with a Master caution, a
single chime and “ENG” in CAP (72-500) or “ENG BOOST” on EWD (72-600).
For example, if BOOST has not been selected for takeoff and the ENG BOOST / BOOST pushbutton is pressed
in in-flight, there will be disparity between the engine rating (without Boost) and the pushbutton (ON), which Fig. 20 – BOOST related alerts
will trigger a fault.

When an EEC is OFF, the FAULT is triggered on the ENG BOOST / BOOST pushbutton (an EEC in manual mode
outputs Boost OFF signals). Nevertheless, it must be noted that BOOST can still be engaged and effective; the
rating being controlled by the EEC on one engine and controlled manually on the other engine by setting the
torques to the FDAU bugs. FAULT with one EEC OFF is a degraded mode designed for dispatch with one EEC Fig. 21 – BOOST FAULT /
OFF and BOOST ON (FAULT and ON illuminated on pushbutton).
BOOST ON case
There is no emergency procedure relating to the Boost option.

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MMEL
ATA 73 – engine fuel and control
When the ERIU is inoperative (73-23-5), it is deac-
tivated. Operations must then be done BOOST ON
since ERIUs, once de-energised, can no longer de-rate
engines from 127M rating (basic PW127M engine
rating) to 127F rating.
The Boost function is considered inoperative when,
having both FAULT and ON extinguished on the ENG
BOOST pushbutton, FAULT illuminates when trying to
select BOOST ON, with no ON light. Boost must then
be considered OFF and engines are operated at the
127F rating. Flight preparation must be done taking
into consideration that BOOST will be OFF.
Note: It is possible to operate an aircraft with one
PW127F engine and one PW127M engine, the result-
ant rating being 127F.
Fig. 22 – MMEL and DDG extracts

BOOST PLUS RTO

The Boost and RTO options can be used at the same
time. Then, the effects on engine limits are cumula-
tive. Performance gains accrue at takeoff too. For
other phases, only Boost will have an impact, as
explained before.

Fig. 23 – Engine power versus OAT

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 THE PW127M OPTIONS

RTO AND BOOST EFFECTS

ON MAINTENANCE
RTO and/or Boost should only be used when there is a need to improve performance.
The use of RTO and/or Boost does not lead to additional maintenance tasks. The impact
on maintenance and associated costs is detailed hereafter:

DIRECT COSTS
On some engine parts, called LCF (Low Cycle Fatigue) parts, when the RTO and/or Boost
functions are used, the component cycles are computed with a higher Flight Count Factor
(FCF). The consequence of a higher FCF is a shorter life span for those parts concerned.
■ When RTO or Boost is used, LCF remaining life cycles are calculated
automatically. Information is made available to the operator through the
Multi Purpose Computer. For more details, please refer to Service Letter
ATR42-72-5008 or ATR72-72-6008.

MINOR ADDED COSTS

PWC estimate that the minor costs due to Inter Turbine Temperature (ITT) increase can be minimised by doing bleed off at take-off. ITT increase mainly occurs at take-off
which, compared to flight length, is a short duration.

EXAMPLE FOR THE STUDY OF EFFECTS

ON LCF PARTS MAINTENANCE
The table below summarises the impact on LCF parts Applicable FCF Accumu- Life Span (cycles)
Engine
in terms of life limit, given the following hypothesis: lated total
Description rating ✘ Boost ✘ Boost ✔ Boost ✔ Boost ✘ Boost ✘ Boost ✔ Boost ✔ Boost
cycle
- 1 engine start = 1 flight used
✘ RTO ✔ RTO ✘ RTO ✔ RTO limit ✘ RTO ✔ RTO ✘ RTO ✔ RTO
- RTO and/or BOOST ratio of use = 20% of flight
E 1,00 1,00 15000 15000 15000
- Accumulated total cycle limit = Life cycle limit with-
Impeller, LP F 1,00 1,50 15000 15000 13636
out RTO / BOOST utilisation (i.e. FCF=1)
M 1,20 1,60 15000 14423 13393
- Life span = Corrected life cycle limit when RTO /
BOOST in use (i.e. taking into account the appropri- E 1,00 1,00 15000 15000 15000
ate FCF) Impeller, HP F 1,00 1,50 15000 15000 13636
M 1,10 1,80 15000 14706 12931
Cover, HP E 1,00 1,10 15000 15000 14706
Turbine F 1,15 1,25 15000 13043 12821
Front M 1,20 1,30 15000 12931 12712
E 1,00 1,00 15000 15000 15000
Disk, HP F 1,00 1,15 15000 15000 14563
M 1,10 1,20 15000 14706 14423
E 1,00 1,00 15000 15000 15000
Cover, HP
F 1,00 1,20 15000 15000 14423
Turbine Rear
M 1,10 1,20 15000 14706 14423
E 1,00 1,15 15000 15000 14563
Seal, Air,
F 1,25 1,50 15000 12000 11538
Interstage
M 1,30 1,60 15000 11905 11364
E 1,00 1,00 15000 15000 15000
Disk, LP F 1,00 1,20 15000 15000 14423
M 1,10 1,25 15000 14706 14286
E 1,00 1,00 30000 30000 30000
Disk, PT,
F 1,00 1,00 30000 30000 30000
1st Stage
M 1,00 1,00 30000 30000 30000
E 1,00 1,00 30000 30000 30000
Disk, PT,
F 1,00 1,00 30000 30000 30000
2nd Stage
M 1,00 1,00 30000 30000 30000

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DETAILED LCF COST IMPACT CALCULATION
EXAMPLE
Raw data:
- PW127M installed on ATR 72 aircraft
- Part: LP Impeller
- P/N: 3073138-01
- List Price: 135.264,00 USD (2011 economical condition)
- Discount: 25%
- Warranty Life: 30000 engine cycles
- Accumulated Total Cycle Limit: 15000 engine cycles
- Warranty life discount: 50%
- Boost/RTO ratio of use: 20%
- 1 Engine cycle = 1 Flight hour
- Fligth lenght = 45 min

CALCULATIONS
■ FCF0 = Flight Count Factor to be applied when neither RTO or Boost option is used (concerns only 2 parts)

Paid Price = List Price * Discount * Warranty Life Discount

= 135 264,00 * 0,75 * 0,50 = 50 724,00 USD

Cycle cost = Paid Price / Accumulated Total Cycle Limit

= 50 724,00 / 15000 = 3,38 USD/Cycle

Life Span Cycles = Accumulated Total Cycle Limit / (FCF0 * (1- Ratio of use) + FCF * Ratio of use)

Life Cycles Lost = Accumulated Total Cycle Limit – Life Span Cycles

Cost / FH = Paid Price / (Fligth Length / 60)

The table below summarizes the impacts on this particular part for each utilisation scenario

Options used
✘ Boost ✘ Boost ✔ Boost ✔ Boost
✘ RTO ✔ RTO ✘ RTO ✔ RTO
Life Span Cycles 15000 13636 14423 13393
Life Cycles Lost 0 1364 577 1607
Cost / FH $4,50 $4,96 $4,69 $5,05

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 THE PW127M OPTIONS

ECONOMICAL IMPACT
The tables below summarise the economical impact of RTO and Boost for different usage cases.
The costs indicated are the accrued maintenance costs from start, up to mentioned maintenance event (HSI, OVH).
■ These numbers are provided for general guidance only, based on mentioned assumptions.

PW127M RTO USAGE

ASSUMPTIONS
- 1 engine PW127M installed on ATR 72 aircraft
- 1 spare engine owned by operator
- Annual utilization: 1800 Flight hours per aircraft
- Flight Length: 45 min
- Operating environment: Region: 3 (Hot summer, Mild Winter)
- TCP rate include: OVH, HSI, BUER, LCF, spares maintenance, rental engine coverage
- 2011 Economical conditions

Cumulated Cost ($/EFH)

Ratio of use * TBO (EFH) Up to 1st HSI Up to 1st OVH Up to 2nd HSI Up to 2nd OVH Cost increase
0% 11250 $86,30 $125,75 $110,28 $126,62 0,00%
10% 10714 $87,01 $127,04 $111,12 $128,01 1,10%
20% 10227 $86,62 $128,60 $111,88 $129,48 2,26%
30% 9782 $86,57 $130,11 $112,76 $131,02 3,47%
Source: Pratt & Whitney Canada
* The Ratio of use is the percentage of flights realised using RTO option (RTO is supposed to be used one time per flight)

PW127M BOOST USAGE

ASSUMPTIONS
- 1 engine PW127M installed on ATR 72 aircraft.
- 1 spare engine owned by operator
- Annual utilization: 1800 Flight hours per aircraft
- Flight Length: 45 min
- Operating environment: Region: 4 (Always Hot)
- TCP rate include: OVH, HSI, BUER, LCF, spares maintenance, rental engine coverage
- 2011 Economical conditions

Cumulated Cost ($/EFH)

Ratio of use TBO (EFH) Up to 1st HSI Up to 1st OVH Up to 2nd HSI Up to 2nd OVH Cost increase
0% 11250 $92,59 $132,03 $116,44 $132,78 0,00%
10% 11029 $94,47 $134,39 $118,50 $135,18 1,81%
20% 10817 $95,80 $136,47 $120,21 $137,25 3,37%
30% 10613 $97,54 $138,73 $122,10 $139,51 5,07%
Source: Pratt & Whitney Canada
* The Ratio of use is the percentage of flights realised using Boost option (Boost is supposed to be used one time per flight)

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ENGINE ADDITIONAL COST CALCULATION
The table below gives an overview of the additional cost per flight due to RTO or Boost utilisation on ATR 72 aircraft. The assumptions are the same than those used for
the two previous tables. The calculation is based on 2 overhaul periods.

CALCULATIONS
Engine additional cost = (Cumul. Costx% – Cumul. Cost 0%) x (Flight length / Ratio of use)
Example: Engine additional cost for Boost utilisation with Ratio of use = 20%
With:
Cumul. Cost0% = Cost up to second overhaul for Ratio of use = 0%
Cumul. Cost20% = Cost up to second overhaul for Ratio of use = 20%
Flight length expressed in tenth of hours

Engine additional cost = (137,25 – 132,78) x (0,75 / 0.2) = 16,76 USD / Engine flight cycle
i.e. = 33,52 USD / Flight / Aircraft

RTO BOOST
Ratio of use Cumul. Cost ($/EFH) Additional Cost ($/EFC) Cumul. Cost ($/EFH) Additional Cost ($/EFC)
0% 126,62 0 132,78 0
10% 128,01 10,42 135,18 18,00
20% 129,48 10,72 137,25 16,76
30% 131,02 11,00 139,51 16,83

15
 THE PW127M OPTIONS

CONCLUSION
The RTO and Boost options offer very distinct advantages and under specific conditions. As it converts additional engine power into increased performances, the RTO
option is of particular value on short runways. As for the Boost option, since it allows the retarding of engine thermal limits, it is very useful in “high and hot environ-
ments” where climb limitations are encountered.
Taking off using Boost and RTO is about setting the right ratio between extra performance and maintenance costs! If it is a fact that both options somewhat impact
engine life, it is also a fact that they afford significant payload gains, therefore true operational value.

GLOSSARY
AFM Airplane Flight Manual FCOM Flight Crew Operating Manual OVH Overhaul
BUER Basic Unscheduled Engine Removal FOS Flight Operations Software PL Power Levers
CAP Crew Alerting Panel HSI Hot Section Inspection QRH Quick Reference Handbook
EEC Engine Electronic Control ITT Inter Turbine Temperature RLW Regulatory Landing Weight
EFC Engine Flight Cycle LCF Low Cycle Fatigue RTO Reserve Takeoff
EFH Engine Flight Hours MCT Maximum Continuous Thrust RTOW Regulatory Takeoff Weight
ERIU Engine Rating Interface Unit MMEL Master Minimum Equipment List SB Service Bulletin
EWD Engine Warning Display MSN Manufacturer Serial Number TBO Time Between Overhaul
FCF Flight Count Factor OAT Outside Air Temperature TCP Term Cost Plan

CONTACT
Should you have any question regarding the operational aspects, please use the following focal point: flight-ops-support@atr.fr
Should you have any question regarding the maintenance costs, please use the following focal point: maintenance.costs@atr.fr

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