Reference documents
Getting to Grips with Fuel Economy – Issue 4 October 2004 Getting to Grips with Aircraft Performance – Issue 1 January 2002 Points of contact: Aircraft performance: fltops.perfo@airbus.com Passenger comfort: gilles.juan@airbus.com
3.2.4.7. TAKE-OFF FLAP SETTING
The lowest flap setting for a given departure will produce the least drag and so give the lowest fuel burn, lowest noise and best flight profile. However other priorities such as maximizing take-off weight, maximizing flex temperature, maximizing passenger comfort, minimizing take-off speeds, etc… will often require
higher flap settings. The
most appropriate flap setting Reference documents
should be selected for each Getting to Grips with Fuel Economy – Issue 4 October 2004 Getting to Grips with Aircraft Performance – Issue 1 January 2002
departure rather than Point of contact: fltops.perfo@airbus.com
systematic use of Config 3.
$1.50 $1.70 $1.90 $2.10 $2.30 $2.50
Fuel Price (US$ per US Gallon)
Data - Mission A
Average sector length (Hours): 3 Additional fuel per sector (KGs): 10
Figure 3-9
Take-off with Config 1+F compared with Config 3
3.2.4.8. DEPARTURE DIRECTION
Ideally departure should be in direction of the flight. Most airports have Standard Instrument Departure (SID) routes that ensure terrain clearance or noise abatement requirements are met. The principle departure route will usually be the least demanding in terms of aircraft performance. Certain combinations of destination/wind direction/departure direction can lead to a departure route that adds several miles to the flight distance. At many airports alternate departure routes are available, when conditions allow, but their use may require a greater climb performance. In such circumstances the use of alternate departure routes should be assessed.
Point of contact: fltops.perfo@airbus.com
3.2.4.9. TAKE-OFF ACCELERATION ALTITUDE
The aircraft’s climb to its cruising altitude is typically achieved in three basic steps. Following take-off, the aircraft will climb to what is known as the “acceleration altitude”. Once at acceleration altitude, the aircraft’s climb rate is temporarily reduced while its speed is increased to the optimum climb speed (known as the “green dot” speed). Once this speed is reached, the climb rate is
increased so that the chosen cruising altitude can be achieved quickly and
efficiently.
Data - Mission A
$40,000 Annual cycles: 1800
$35,000
Annual Flight Hours: 2700
$)
Average sector length (Hours): 1.5
$30,000 US Additional fuel per sector (KGs): 24
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