3.2.5.4.6. Other initiatives
The following table highlights a number of other initiatives that can reduce the aircraft’s weight.
Initiative Title Benefit Other Considerations Applicability Reference Documents
Use of radial tires . Weight reduction of up to 136 KGs (all tires) – a few bias tires are lighter than their radial equivalent. . Average landings per tire increased. . Cost per tire increase (cost per landing may be unchanged) . Weight saving varies with tire manufacturer. . Limited availability (during 2006 to 2008). All aircraft fitted with bias tires SB A320-32-1007
Removal of brake fans . Weight reduction of between 12.6 and 25.0 Kgs . Reduced maintenance costs. Increased brake cooling time and minimum aircraft turnaround time (up to 3 times longer). All aircraft fitted with brake fans Depending on configuration SB A320-32-1151 SB A320-32-1264 SB A320-32-1275 SB A320-32-1280 SB A320-32-1322 MMEL item 32-47-01 cooling tables
Removal of Tire Pressure Indicating System (TPIS) . Weight reduction of between 6.6 and 12.5 Kgs . Reduced maintenance costs. MPD Tire pressure check must be carried out manually (additional time). All aircraft fitted with TPIS SB A320-32-1202
Avionic Ventilation System Filters . Weight reduction of 6 KGs. . Potentially improved performance. All pre-mod aircraft. Production std from mid-2003 SB A320-21-1139
Removal of brake bands Weight reduction of 5.5 KGs. All A/C fitted with brake bands SB A320-32-1217
Use of “S-glass” cargo bay lining panels (roof and sidewalls) . Weight reduction of between 15 KGs (A318) and 32 KGs (A321). . Improved damage tolerance and reduced maintenance costs. Panels nominally replaced on attrition basis. Embodiment points vary with type and cargo bay standard. First delivery end Sept. 2004 IPC (S-glass panels listed as preferred parts)
Reduction of in-flight magazines. . Weight reduction of between 15 KGs (A318) and 25 KGs (A321) if number or weight reduced by one third. . Reduced reproduction costs. All operators producing in-flight magazines in paper format.
4. SUMMARY AND CONCLUSIONS
Expenditure on fuel represents the single largest operational cost for any aircraft operator. In recent years the proportion of this cost has increased significantly.
This document has been written to highlight the basic principles of, and main contributors to, fuel efficiency for in-service aircraft. References have been provided throughout for those wishing to explore any item more fully. Operators are also invited to contact Airbus to discuss the application of, or trade-off between, any of the initiatives mentioned. Discussion of any further initiatives is also welcomed. This may be initiated either through the points of contact referenced throughout the document, via your local Airbus resident support office, or via your Customer Support Director (CSD).
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