Airbus views on fuel ecenemy

Airbus views on fuel economyA subject worth being revisited

Olivier HUSSEGroup Manager, Long Range

Operational performance

Presented by:

April 2007Airbus views on fuel economy - STLB Page 2©AI

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Your goals

• To always operate

The lightest aircraft

With the maximum payload

Perfectly maintained for fuel conservation

Following the most direct (air) route

Always at the optimum altitude

And at the most efficient speed/Mach schedule


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Our objective

• To build an ideal aircraft that

Does not burn any fuel

Does not make any noise

Does not produce any emission

Makes lots of money


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Back to the real world…

• Fuel conservation is managing the operation and condition of the aircraft to minimize the fuel on every flight

FLIGHT OPERATIONS DOMAIN

MAINTENANCE DOMAIN

From flight preparation to flight conduct


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Content

Weight

Flight preparation

Operating procedures

Additional opportunities

Conclusion


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Content

Weight

Flight preparation

Operational procedures


Conclusion


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Weight

• Why look at weight ?

Heavier aircraft burn more fuel


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Weight

• What is weight made of ?

Operating Empty Weight Payload

Required fuel Additional fuel

Takeoff weight


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Weight

• Reduce weight

Takeoff weight

Additional fuelRequired fuel

Reduce Operating Empty Weight• Weight monitoring and control• Zonal dryers (condensation) •Catering• Excess potable water• Reduce passenger service items (magazines…)• Plastic bottles• Etc…

Reduce payload• Carry-on luggage weight restrictions• Passenger weight survey• Etc…


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Weight

• Reduce weight

Takeoff weight

Reduce Operating Empty Weight

Additional fuel

Payload

Required fuel

Required fuel Trip fuel

Taxi fuel

Holding fuelAlternate fuelRoute reserves

PLAN 2763 COMPUTED 15:38Z FLIGHT PROGS 020000Z

30243 A332 M82 KGS LFPG TO KJFK ETD 17:35Z 02/04/07

FLT/DAY DEP/ARR F.TIME NAM ROUTE AVG WIND/AVG TEMP

AIB /02 CDG/JFK 06:45 3080 CDGJFK P017 / M54

++++ INFO ++++ MAX PAYLOAD AVAILABLE: 50000 KGS

PAYLOAD LIMITED BY MZFW

E.FUEL A.FUEL E.TME NM NAM FL

DEST KJFK 038373 ... .. 06:45 3195 3080 360

RESV 0.05 001919 ... .. 00:20

ALT KPHL 002206 ... .. 00:22 0081 0094 140

HOLD 002456 ... .. 00:30

XTR 000000 ... .. 00:00 CAPT.SIGN . . . . . . . .

TOF 044954 ... .. 07:57

TAXI 000300 ... ..

BLOCK 045254 ... .. 07:57 BLOCK FUEL. . . . . . . .

FUEL BURN ADJUSTMENT FOR 1000KGS INCREASE/DECREASE IN TOW : 0196KGS

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

E.MASS CORR. LIMIT OPS STRUC. REASONS FOR OP.LIMIT

BASIC WT 120000 ... ..

EPLD 050000 ... ..

EZFW 170000 ... .. ZFW ... .. 170000 /. . . . . . . . . .

TOF 044954 ... ..

ETOW 214954 ... .. OTOW ... .. 233000 /. . . . . . . . . .

EB/O 038373 ... ..

ELAW 176581 ... .. LAW ... .. 182000 /. . . . . . . . . .

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

LFPG LGL1B LGL UN491 KOKOS UL739 MABUG UN12 LULOX UP128 GIPER

UN514 DINIM DCT 5120N DCT 5130N DCT 5140N DCT 5050N DCT KOBEV DCT

YQX J577 YQY J575 TUSKY PLYMM4 KJFK


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Content

Weight

Flight preparation



Conclusion


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Flight preparation

• Center of gravity

Aircraft loading: further aft Centre of Gravity (CG) position (within allowable range) increases specific range

Automatic centre of gravity management through FCMC (Fuel Control and Management Computer)

Aft CG

Forward CG

Aircraft with FCMC


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Flight preparation

• Quality Flight Planning System

Good quality data:– Temperature, wind, aircraft weight, payload, aircraft performance

Optimised route in terms of track, speed and altitudes:– Compliant with ATC requirements and with the operators economic

criteria (fuel & time)

Optimised speeds and Flight Levels:– Flight profiles based on speeds that are in accordance with the

operators economic criteria– For aircraft that can fly in FMGS managed mode, use flight profiles

based on your Cost Index


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Flight preparation

Cost of TimeCost of Fuel

C. I. =Cost of TimeCost of Fuel


C. I. =

Costs

Mach

ECONECON

MMRMMRLRCLRC

Fixed costs

Given :- altitude- weight- wind

LRCLRC

D.O.C.Cost of Fuel

Cost of Time

MMRMMR MMOMMO --0.020.02

MMRMMR

ECONECON

MMOMMO

• Quality Flight Planning SystemManaged speed or selected speed

AirS@vingsFeedback from initiation courses and early service experience

Jean-Jacques SPEYERDirector Operational Evaluation

Presented by:


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Flight preparation


Assess taxi fuel

Characterize aircraft and engine ageing

Minimise Alternate Fuel:– Choose alternate airport close to the destination airfield

Minimise Contingency Fuel:– Use en-route alternate airports (ERA) or reclearance in flight

(RIF) when possible– Use pre-determined point procedure (PDP) for isolated

aerodromes– Choose appropriate contingency fuel policy

Contingency fuel is the highest of:• 5-minute holding at 1,500 feet orEither• 5% of trip fuel or• 3% of trip fuel (ERA) or• 20-minute trip fuel

EU-OPS 1.255EU-OPS 1.255


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Benefits are:

–Fuel requirements minimised• Minimise embarked/contingency fuel through accurate flight

planning

–Flight plan prediction of fuel at destination generally achieved(if flight flown as planned)

Flight preparation

Takeoff weight

Operating Empty Weight

Additional fuelRequired fuel

Payload


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Content

Weight

Flight preparation



Conclusion


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Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


Opportunities


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Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


• Optimizing the use of APU on the ground:

Limit use of APU whenever possible– ground equipment availability and price,– turn-around time (short vs long/night stop)

Engine start up time needs careful planning in conjunction with ATC

– Delaying engine start when possible– Use ground equipments or APU instead

Keep passenger comfort in mind– Hot and humid conditions

All Engine Shutdown Procedure (AESP) and Fuel Economy

on ground

NameJob title

Presented by:


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• Bleed air

PACK FLOW……………………………………..AS RQRD

– Adapt the bleed air demand with number of passengers

• When ambient conditions permits, consider selecting PACK FLOW LO/ECON

– No fuel economy

• When APU is used

• When one pack is used

– Impacts the engines fuel flow mostly after takeoff

– The higher the bleed air demand, the higher the engine fuel flow


Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

A320-200 IAEMission assumptions• Air distance : 1000 NM• FL350• CRZ M.78PACK FLOW LO vs NORM• Fuel economy is 250 KG

All Engine Shutdown Procedure (AESP) and Fuel Economy

on ground

NameJob title

Presented by:


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• FMGS initialization

Insert data from the Computerized Flight Plan– Cost index

– Cruise Flight Levels

– Cruise Flight Levels temperature

– Tropopause altitude

– Winds (trip wind or forecast winds for CLB, CRZ and DES phases)

• FMGS Data insertionFLEX TO TEMP………………………………………INSERT

– Use reduced thrust at takeoff (Flexible / Derated takeoff)• The higher the thrust reduction, the more the fuel burn

THR RED/ACC ALT…………………………SET or CHECK– The minimum acceleration altitude required by regulations will

optimise fuel consumption


Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


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• Taxiing with one (2) engine (s) out saves fuel

Operational considerations– you must base your policy on airport configuration

(taxiways, runways, ramps, etc.)

– Consider • uphill taxiway slope • high aircraft weights, • reduced redundancy, • warm up & cool down times, • problems away from gate, etc

• All engine shut down procedure (AESP)

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

14th Performance & Operations Conference Bangkok, 4-8 April 2005

One/two engine taxiReview of associated recommendations

Presented by:

Michel DOCUSGroup Manager A320 Family Operational Standards


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• ClimbClimb speed schedule has an influence on fuel consumptionOptimum climb CAS reduces fuel burn

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

INFORMATION

TOC

CI = 0 CI max

CI Increase


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• ClimbDerated climb

– Using derated climb techniques increases fuel burn

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

MTOWMTOW

Time to TOCDCL1: +6min

DCL2: +10min

Time to TOCDCL1: +6min

DCL2: +10min

Distance to TOCDCL1: +40nmDCL2: +64nm

Distance to TOCDCL1: +40nmDCL2: +64nm

Fuel (const dist)DCL1: +89kg

DCL2: +184kg

Fuel (const dist)DCL1: +89kg

DCL2: +184kg

INFORMATION


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• Cruise is the most important phase in terms of fuel savings

• When installed, FMS is used as an aid to conduct the flight

• When using FMS, updating flight variables from TOC improves EFOB prediction

Introduce altitude winds, temperatures, tropopause altitudeWhen possible, for each flight phase, each waypoint

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

Rule of thumbDelta wind speed : ± 30 ktDelta wind direction : ± 30°Delta SAT : ± 5°C

Rule of thumbDelta wind speed : ± 30 ktDelta wind direction : ± 30°Delta SAT : ± 5°C


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• Managed speed or selected speed

When possible, it is recommended to fly in managed mode (using FMS).

– Flying at the Optimum Mach Number as a function of aircraft weight, flight level and wind component

In case of different winds at same altitude, never change the CI

– ECON MACH compensates • by using FMS wind model based on linear variation from

real wind to inserted wind

– Mach correction : ± 0.005 for ± 50 kts Wind Comp

Cost of TimeCost of Fuel



C. I. =

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

INFORMATION


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• Step climb planningAppropriate planning of step climbs saves fuel

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

Distance

Pressure Altitude

Optimum altitude

High Profile

Maximum altitude

Medium Profile Low Profile


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• Step climb planning Anticipating or delaying climb should be avoided

Excess fuel burn for a 500NM flight segmentFlight at FL330 with Optimum FL FL370

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


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• Step climb planning Trading altitude for wind advantage

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

altitude


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• Minimize route changes

You know what you have, but do not know what you will get

– Course changes due to adverse weather can sometimes be challenged

– Avoid successive course changes that lengthen the route too much

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


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• Insert as realistic winds from cruise FL to destination as possible

Ensure right positioning TOD

– Avoids too early descents

– Avoids too late descents

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


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• Inappropriate Top Of Descent (TOD)When badly estimated by the FMSWhen ATC requires descent anticipation

• Late descentsApproach procedures cannot be followedCourse reversal, holding

• Early descents

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

Nominal TOD

TOD shift (15 NM ~ 2 MIN)

Early TOD

FL100 / SPD LIMIT 250 KT


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• Fuel consumption increases significantly with airspeed and also in case of a premature descent

Descent performance depends on A/C, weight and cost index

The lower the cost index, the lower the fuel consumption

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

TOD

CI = 0 CI max

CI Increase

INFORMATION


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• Adapt your speed to the estimated time for holding or time for arrival

If ATC informs 15 minutes before reaching fix that 10 minute holding are necessary

Maintain CRZ speed, cruise to fix, hold at fix during 10 minutes

15 minutes to go

Reduce CRZ speed to Green Dot Speed, cruise to fix, hold at fix

Green Dot Speed

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


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• A continuous descent approach saves fuel

• Keep in clean configuration as long as possible

• Delay gear selection

• Visual approach from downwind saves fuel

• However, do not compromise the stabilised approach philosophy


Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing


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• The lower FLAP setting (CONF 3) minimizes fuel consumption

• Also consider

runway length, exit point, runway surface conditions, tailwind,

occupancy time, brake cooling, time, etc

Preliminary cockpit

preparation

Cockpit preparation

Taxi

Climb

Cruise

Descent

Holding

Approach

Landing

Landing in CONF 3 – Use of reversers

Hélène REBELHead of A330/A340 Operational Standard

Presented by:


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Content

Weight

Flight preparation



Conclusion


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• Non-revenue flightsAny flight that does not generate moneySome are non-avoidable but it is expensive, uses fuel and produce emissionsCan sometimes be reduced, or coupled with a commercial service

• Fuel tankeringUses more fuel and produce more emissionsTotal costs may be decreased

Fuel Tankering Optimization A Fresh Look

Lars KORNSTAEDTA380 Operational Performance

Presented by:


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Content

Weight

Flight preparation



Conclusion


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Conclusion

• Airbus is fully committed to fuel economy since the beginning of its existence

28 October 1972: Maiden flight of the A3001973: First energy crisis

• Communications issued on a regular basis

• Several brochures

May 1998 Oct 1998 Oct 2001 Jan 2002 Jan 2003 Oct 2004 Oct 2006


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Conclusion

• Some opportunities have been mentioned

• Be realistic to make fuel savings happen

Relevant assessment of potential gains

To make the right decisions

• Priority depends upon cost structure and own airline policy


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Summary of opportunities

• Flight preparationOptimise fuel policyOptimise Computerised Flight Planning SystemPerformance retention & recoveryUse en-route alternates (ERA) or Reclearance in-flight procedure (RIF)Alternate airports selection

• Operational proceduresFMGS intialization in accordance with CFP and weather briefingUse of APU on the groundTaxi with one or two engine(s) outTrade altitude for wind changeManaged speed versus selected speedAvoid route changes when possibleEnsure right positioning of the TODContinuous Descent ApproachLanding in CONF 3

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Airbus views on fuel ecenemy

Technology