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A319 13000 kg 590 kg 1000 Nm 38 kg 50 kg 40 kg
A320 17200 kg 735 kg 1000 Nm 43 kg 60 kg 45 kg
A321 19100 kg 890 kg 1000 Nm 48 kg 55 kg 50 kg
A330-200 29800 kg 2300 kg 4000 Nm 49 kg 460 kg 100 kg
A330-300 29800 kg 2300 kg 4000 Nm 47 kg 440 kg 100 kg
A340-200 29000 kg 2535 kg 6000 Nm 74 kg 1130 kg 170 kg
A340-300 29000 kg 2535 kg 6000 Nm 87 kg 1330 kg 230 kg
A340-500 35700 kg 3680 kg 6000 Nm 64 kg 1410 kg 210 kg
A340-600 42250 kg 3650 kg 6000 Nm 65 kg 1420 kg 210 kg
Getting to grips with Fuel Economy 4 - PRE-FLIGHT PROCEDURES
- 13 -
generally get heavier all through their operational life. This is due to repair
schemes, service bulletins, equipment upgrades, dirt, rubbish and moisture
accumulation and unnecessary equipment and supplies.
This variation in weight requires regular monitoring for flight planning
purposes. In general most weight growth is inevitable and it cannot be controlled
at the operational level. However the airline has to be sensitive to these problems
and efforts have to be made in order to avoid excess weight, such as dirt, rubbish
and unnecessary equipment and supplies. It should be noted that 100kg of excess
weight requires an additional 5000kg of fuel per year per aircraft.
4.2.4 PAYLOAD
The most important part of the take-off weight from an airlines point of view
is the payload (passengers and freight). Generally the weight of passengers,
carry-on baggage and checked bags are defined in the operating rules by the
authorities such as the JAA or the FAA. Most operators use standard weights
although other values may be used if they can be statistically demonstrated
through surveys. In general there is not much an operator can do to change the
situation. However they should be aware of the rules and their validity. If the
weights do not seem appropriate then an operator should consider conducting a
survey.
As each freight consignment is weighed, the only influence it can have on
fuel economy is its location and hence the aircraft CG.
4.2.5 EMBARKED FUEL
Fuel is loaded onto the aircraft to be used as follows:
1. Start-up Fuel
2. Taxi Fuel
3. Trip Fuel
4. Reserve Fuel
5. Fuel for Transportation
6. APU Fuel
In order to avoid unnecessary fuel weight, the flight must be planned very
precisely to calculate the exact fuel quantity to be embarked. Flight planning
should be based on aircraft performance monitoring by taking into account
performance factors derived from specific range variations. In addition the
planning should be based on the appropriate optimized techniques using the best
achievable routing and flight levels.
More detailed information on this subject is given later in this brochure.
4 - PRE-FLIGHT PROCEDURES Getting to grips with Fuel Economy
- 14 -
4.3 FLIGHT PLANNING
The fundamental requirement for achieving fuel economy and reduction of
operating costs is a quality Flight Planning System.
A good flight planning system will produce an optimized route, in terms of
track, speeds and altitudes, which meets the operator’s economic criteria. This
track and vertical profile must be normally achievable in operation, given the
constraints of ATC, climb rates, descent rates, etc.
Climb, cruise and descent techniques and cruise flight levels should be
optimized in accordance with the operator’s criteria, for both the sector and the
diversion. This is covered in much more detail in this brochure.
It will be based on good quality data (temperature, wind, aircraft weight,
payload, fuel uplift, etc)
It will be use the correct aircraft performance and will include an
individual aircraft performance factors derived from an ongoing aircraft
performance monitoring (APM) program (see “Getting to Grips with Aircraft
Performance Monitoring”).
Having established the climb, cruise and descent techniques, it should be
verified from time to time that the aircrews are using these techniques
The fuel reserves will be based on a policy that aims at obtaining the
minimum values required within the regulations.
Within JAR OPS, there are several definitions of Contingency fuel,
depending on diversion airfields, fuel consumption monitoring, etc. Full details can
be found in “Getting to Grips with Aircraft Performance”, but briefly the fuel is the
greater of two quantities:
1. 5 minutes hold fuel at 1500 feet above destination at ISA
2. One of the following quantities:
5% of trip fuel,
3% of trip fuel with an available en route alternate airport
15 minutes hold fuel at 1500 feet above the destination at ISA
20 minutes trip fuel, based upon trip fuel consumption.
　
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