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The high green dot speed for the A340 leads to very little advantage in linear holding. However the other aircraft show significant benefits.
If the increase in cruise time can be used to reducing the time in the holding pattern or stack, then the benefits will be similar to those shown in the table above. However the constraints of ATC are unlikely to let these benefits accrue.
5.6 APPROACH
5.6.1 FLIGHT PATH PRIOR TO GLIDE SLOPE INTERCEPTION
Procedures used in the approach phase can affect the amount of fuel consumed in this phase of the flight. The glide slope can be intercepted either horizontally between 1500ft and 2000ft or in a descending flight path above 2000ft. This latter method uses less fuel, but the amount is difficult to quantify, as it depends on the exact flight paths in each case. However, the most important feature of an approach is that it should be well executed, stabilized and safe. None of these features should be compromised in an attempt to save fuel, and the procedure flown should be that appropriate to the airport, runway, equipment, conditions, etc.
5.6.2 LANDING GEAR EXTENSION
The standard procedure is that Gear Down is selected down when Conf 2 (or flap 20 for A300/310) is achieved. The effect of extending the gear prior to this point will increase fuel burn, but the amount is difficult to quantify without knowing when the gear is extended. However, the most important feature of an approach is that it should be well executed, stabilized and safe. The use of gear is often one of the means of achieving this through speed control, and gear extension should not be delayed to save fuel.
4.2
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