.  
Accurately follow the speed and altitude schedules defined by the CFP,

.  
Regularly monitor aircraft performance to determine performance factors to be used by Flight Management System (FMS) and CFP system and to identify aircraft performance trends,

.  
Use Airbus PEP software to validate optimum speeds and altitudes used in CFP,

.  
Optimize and regularly validate all other CFP system parameters,

.  
Review fuel reserve requirements with local authorities and optimize for each flight,

.  
Minimize discretionary fuel reserves and include all reserves in CFP.

3.2.4. OPERATIONAL PROCEDURES
Having considered the principle factors that can influence fuel consumption we now consider operating procedures that can also play a part in reducing either the fuel bill or the operational cost.
3.2.4.1. FUEL TANKERING
Usually the message is, to minimize fuel burn it is most economical to Reference documents
Getting to Grips with Fuel Economy – Issue 4
carry the minimum required for the
October 2004
sector. On the other hand, there are
Point of contact: fltops.perfo@airbus.com
occasions when it is, in fact, more cost effective to carry more fuel. This can occur when the price of fuel at the destination is significantly higher than the price at the point of departure. However, since the extra fuel on board leads to an increase in fuel consumption the breakeven point must be carefully determined. 
Graphs in the FCOM and the PEP FLIP module (see text box on page 13 for details) assist in determining the optimum fuel quantity to be carried as a function of initial take-off weight (without additional fuel), stage length, cruise flight level and fuel price ratio.  Software designed to optimize the effectiveness of fuel tankering is also commercially available and Airbus’ AirS@vings software (mentioned on page 10) also provides an assessment of tankering economic efficiency.
3.2.4.2. APU USE
Ground power and air are usually
Reference documents
significantly cheaper per hour
Getting to Grips with Fuel Economy – Issue 4 October 2004 than the APU (when considering Point of contact: fltops.perfo@airbus.com both fuel and maintenance costs). Consequently the moment of APU and engine start should be carefully optimized with neither being switched on prematurely. Calculating average APU usage per sector can be a useful monitoring tool.
The availability and use of ground equipment for the provision of both air and electrical power should be re-evaluated at all destinations and the possibility of obtaining and operating additional ground equipment where necessary should not be dismissed without evaluation.

$40,000  Data - Mission A 
$35,000  Annual cycles: Annual Flight Hours:  1800 2700
　
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