TMAX is the standard temp envelope, you can extend into

TMAXFLEX with an increased temp envelope. You can assume a

temp hotter than TMAX, but you cant operate if the actual temp
is hotter than Tmax.
T max is max OAT for given conditions. It is possible to have
the reduced thrust setting, indicated with T flex, higher than
this.

Setting T flex = 65°C, you are saying to the aircraft:

Hey, now please give me just as much thrust as you would be
able to provide if it were this hot outside: 65°C. The maximum
setting is determined by the 25 per cent requirement, hence it
is not possible to set Tflex=85 because it would represent a
larger thrust reduction than is allowed.

A1) The max flex setting is read from RTOW charts or obtained
from PC performance calculation.

However, if it really was 65 degrees outside, you may not take-

off. it is too hot. Maximum OAT for takeoff is usually lower than
that. Tmax(OAT) <> Tmax(flex). The highest values for flex
setting are pseudo-temperatures and only serve to set an
appropriate level of engine thrust, real OAT for take off is
limited by Tmax(OAT).

A2) T(flex) must be less than Tmax(flex) but once this

condition is satisfied, T(flex) may be actually more than
Tmax(OAT). Takeoff with OAT higher than Tmax(OAT) is
prohibited.
Tflex cannot be higher by more than 25% of OAT. Basically, the
requirements for a flexible take off are :

1. Tflex is > OAT

2. Tflex is > Tref
3. Tflex is < or = Tmaxflex

For A320 only : Tref = ISA+30, Tmax = ISA+40, Tflex =

ISA+55 (Tref and Tflex will vary accordingly for A319 and
A321).

Simple example : airfield elevation 3000 ft.

--> 2 deg C per 1000 ft lapse rate = 3 x 2 = 6 degrees C
--> 15 degrees standard temp at sea level = 15 - 6 = 9
degrees C
--> Tflex from above = 55 + 9 = 64 degrees C, this means that
your flex temp for take off should not exceed 64 degrees (25%
of rated thrust or Tref). This is the last row of flexible temp you
will see on your RTOW chart corresponding to that particular
ATOW.

Tmax for the above example would be = 3 x 2 = 6 degress C

--> 40 + 6 = 46 degrees ( at 46 degrees OAT you cannot take

off )

NOTE:
The use of FLX TEMP adds some “safety” margins for T/O.
Indeed if V1 = 160 kt with FLX 65 →V1 TAS = 172 kt.
If the OAT = 35 °C that day, the effective V1 TAS = 164 kt.
The STOP calculations are computed on V1 TAS 172 kt (as well as
would be the GO calculation on the FLX V2 TAS).
This somehow corresponds to a V1 gain of 8 kt, which could equate to 8
(FLX TEMP - OAT) meters gain on distances.
The RTOW charts are not exactly the same for A320 and for A319/A321
(Octopus).
They also may have different presentations according to airline’s choice:
entry with GW or with TEMP. For Octopus
charts, the influence factor corrections are provided either in 2 lines or 4
lines.
For A320 charts, the corrections are found in FCOM 2-02-24. In all cases
the principle to determine the T/O data is the
same:
1. Determine the MTOW and apply the influence factor corrections.
For Octopus charts, as per the order, those factors are provided on the
chart:
- for the 1st influence, apply the correction from first 2 lines (unless OAT
TVMC in which case the last 2 lines
apply) - NO SPEED CHECK VERSUS V1 / VR / V2 MIN, VMU is
necessary,
- for the 2nd or 3rd influences, apply the corrections as follows:
- if only 2 lines are provided, achieve a SPEED CHECK,
- if the SPEED CHECK is NOT SUCCESSFUL, T/O is NOT POSSIBLE
UNDER THE PRESENT
CONDITIONS,
- if 4 lines are provided, USE THE 2 BOTTOM LINES (no speed check
required).
2. Determine the FLEX TEMP and apply the influence factor
corrections.
For Octopus charts:
- for the 1st influence correction, apply the FLX and Speed corrections as
required, and CHECK SPEEDS
VERSUS V1 / VR / V2 and VMU,
- for the next one, same method. If 4 line corrections are provided, you
may use the BOTTOM 2 LINES with NO
SPEED CHECK; this is very conservative.
If the SPEED CHECK is NOT SUCCESSFUL, FLX is NOT POSSIBLE.
Use MAX T/O and the SPEED associated to
MTOW or the SPEEDS ASSOCIATED to CURRENT GW if all those
speeds are lower.
NOTE:
For Octopus charts, if GW is lower than any GW provided on the charts,
apply all influence corrections first. Then apply
the speed decrement corresponding to lower GW, e.g. 1 kt/t, and check
the resulting speed versus V1, VR, V2 min and
VMU.
T/O CONFIGURATION CHOICE
CONF 1 + F / CONF 2 / CONF 3 may be elected for T/O.
A high T/O CONF is preferable to minimize tailstrike risks, or on rough
runways to decrease the T/O speeds.
A low T/O CONF (1+F) is preferable to optimize the climb gradient more
specifically in hot weather.
As a consequence the general criteria to determine the best T/O CONF
are:
- HIGHEST FLX TEMP (engine life saving),
- LOWER T/O SPEED and
- PREFERRED CONF FOR COMFORTABLE A/C HANDLING (e.g.
tailstrike).
The preferred T/O CONF is thus CONF2 as long as it does not induce a
reduction of FLX TEMP higher than 5°.
CONF 2 provides the best compromise to fulfil these criteria.
Various other factors influencing Take-off