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fuel burn of an aircraft, but most depend on the way that the sector is planned
and flown. Maximising the fuel economy requires:
• Good flight planning based on good data.
• Correct aircraft loading (weight and cg).
• An aerodynamically clean aircraft.
• Optimal use of systems (APU, Bleed, Flaps/Slats, Gear, etc).
• Flight Procedures using speeds and altitudes appropriate to the
companies economic priorities.
• Use of the FMGS in the managed mode.
• Use of performance factors in flight planning and in the FMGS derived
from an ongoing aircraft performance monitoring program.
6.2 GENERAL GUIDELINES
6.2.1 PRE-FLIGHT PROCEDURES
• For most Airbus aircraft, an aft CG position saves fuel.
• Excess weight costs fuel. Minimize zero fuel weight and embarked fuel.
• A good flight planning system will minimise fuel through correct
optimisation.
• An aircraft performance measurement system and good flight planning
will give confidence in fuel burn reducing extra reserve.
• Keep A.P.U. running during short turnarounds to reduce A.P.U. start
cycles.
• Use ground power, when possible to save both fuel and A.P.U. life.
7 – CONCLUSIONS Getting to grips with Fuel Economy
- 72 -
• Do not start engines until ready to go.
• If considered operationally acceptable, taxi with one engine out.
• Keep the aircraft in an aerodynamically clean condition.
6.2.2 TAKE-FF AND INITIAL CLIMB
• Bleeds off fuel improvements normally negated by APU fuel burn
• Lower configurations do save fuel.
• Flex thrust cost fuel but saves engine costs.
• Noise flight paths cost fuel
6.2.3 CLIMB
• Climb as close as possible to the optimum climb law.
• Fast Climb speeds use more fuel (except A340)
6.2.4 CRUISE
• The best speed for fuel burn (very low cost index) is slow and has a
big time penalty.
• If possible, fly in managed mode at the cost index appropriate to the
airlines economic priorities.
• Flying faster than the FMGS economical Mach number costs fuel.
• Try to fly at optimum altitude. Chase the optimum altitude.
• Flying at the cross-over altitude is faster, but costs fuel.
• Step Climb around the optimum altitude (see FCOM).
• Avoid delays in initiating a step climb.
• For short stage lengths, fly at an appropriate altitude (see FCOM).
• Wind variations with altitude can give advantages in flying at lower
altitudes.
6.2.5 DESCENT
• Diminishing descent speed can allow significant fuel savings.
• Avoid early descents
Getting to grips with Fuel Economy 6 - DETAILED SUMMARY
- 73 -
6.2.6 HOLDING
• The best combination for fuel burn is clean configuration at green dot
speed.
• Manoeuvrability, speed or ATC restrictions may require a hold in
configuration 1 at S speed.
• If holding is to be anticipated, linear holding saves fuel.
6.2.7 APPROACH
• Avoid extending gear unnecessarily early.
6.3 FUEL SAVINGS
The following table gives examples of the savings possible through the
application of correct procedures and practices. The values represent typical
saving as there is variation dependant on the actual base case considered.
However these figures serve to illustrate the magnitude of savings being achieved
(or penalties being paid). The savings are expressed in kg of fuel for one flight,
with the sector length being representative for each aircraft.
Fuel Savings Possible in the Pre-Flight phase
Item Variation A300 A310 A320 A330 A340-
200/300
A340-
500/600
Sector 2000nm 2000nm 1000nm 4000nm 6000nm 6000nm
CG mid to aft 710 330 0 600 900 1550
Weight -1%
MTOW
380 250 100 800 1530 1920
EO Taxi 8
minutes
50 40 25 50 50 70
APU 3 min
Grd
Power
9 9 6 10 10 14
Ground
Idle
3 min
APU
18 18 9 15-24 3 9
Misrigged
Slat
15mm to
zero
90 90 60 270 270 270
Peeling
Paint
1sq m
slat to
zero
12 12 8 60 60 60
7 – CONCLUSIONS Getting to grips with Fuel Economy
- 74 -
Fuel Savings in the In Flight Phase
Item Variation A300 A310 A320 A330 A340-
200/300
A340-
500/600
Sector 2000nm 2000nm 1000nm 4000nm 6000nm 6000nm
TO Conf Max to min
F/S
15 15 10 24 - 50
Climb
Rating
Derate 2
to full
Climb
NA NA NA 30 120-320 445
Climb
Speed
330 to
300kias
10 15 70 35 25 -10
Cruise
　
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