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FOQA, Flight Operation

Quality Assurance Matlab 8

2.5

8.8 10

570 2,000 6.6 6 2

Summary
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In this study, a domestic airline flight operations quality assurance mechanisms

(FOQA, Flight Operation Quality Assurance) database shorthaul flights between

Taipei Songshan Airport and Kaohsiung International Airport between Taoyuan

International Airport and Macau International Airport being flights of flight the data

for the study population using Matlab software finishing parameters and the

establishment of fuel consumption database, the process is divided into flight taxiing,

takeoff, climb, cruise, down, approach, landing deceleration and coasting to a total of

eight stages of the apron, the coefficient of variation of the standard deviation

analysis, in order to discuss in depth database of fuel consumption difference phases

of flight. Fuel consumption variable correlation analysis, probing the fuel

consumption of the different phases of flight operational factors and non-operating

factors affecting fuel consumption and classification for non-operating factors, to

avoid the impact of non-operating factors on fuel consumption, and finally the use of

trend analysis, identify trends in the relationship between fuel consumption and

operating factors.

The research results show that the various phases of flight operation will indeed affect

aircraft performance and fuel consumption, and put forward suggestions for

improvement separately for each phase of flight. Research is recommended to

increase the ground speed taxiing, using the elastic thrust takeoff, climb to maintain

an appropriate rate of climb, and select the appropriate cruising altitude, reduce

cruising airspeed, maintaining an adequate rate of decline, controlled approach

distance after landing to reduce the maximum the thrust reverser to use time and to

increase the general thrust reverser time, to understand exactly what these operating

points, will be able to significantly reduce fuel consumption, to achieve the purpose of

saving fuel.

According to statistics, the average fuel-efficient operation of mining per short-haul

flights can save 2.5 to 8.8 percent of the total flight fuel consumption, if 10 sorties

daily short-haul flights, the estimated annual savings for an airline about NT $ 5.7million to $ 20 million of fuel costs; per flight up can save 6.6% of the total flight fuel

consumption on a daily sorties medium-range flights, the estimated annual fuel cost

savings of about NT $ 200 million for an airline.

Keywords: Taipei Songshan Airport and Kaohsiung International Airport, Taoyuan

International Airport, Macau International Airport, fuel-efficient operation, fuel costs.

1 2003


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2008 6 133.93 10 1

IATA, InternationalAir Transportation Association 2003 28.8 14 2008 99 312Jet-A1 2004 13.63 2008 8 36.77 3 2004 23.52008 51.174

567

1. Introduction

In recent years, frequent international fuel price fluctuations indicative West TexasIntermediate crude oil prices, for example, the price of crude oil since 2003, rising

(Figure 1), and more in June 2008 reached $ 133.93 a barrel in the history of the

highest price, while oil prices gradually slipped, but since the beginning of this year,

oil prices began a monthly $ 10 a barrel rose to continued growth [1]. Oil prices also

affect the overall economic development, the impact of all walks of life, the first is the

transport sector, among which the aviation industry most affected giant.

The airline's operating cost consists of many projects, such as maintenance,

personnel, fuel, high oil prices lead to fuel spending has continued to increase, so that

the ratio of rising fuel costs to total operating costs. According to the statistics of the


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International Air Transport Association (IATA, International Air Transportation

Association), 2003

Years when the average crude oil price of $ 28.8 per barrel, fuel costs accounted for

only 14% of the operating costs; while in 2008 the price of crude oil rose to $ 99 a

barrel, fuel costs also increased to 31% of the operating costs [2]. Domestic Jet-A1

aviation fuel price per liter of NT from 2004 rose to 13.63 yuan 36.77 yuan per liter

NT in August 2008 [3], EVA Air's fuel costs increased from 23.5% in 2004, rose to

51.17% in 2008 [4]. Such a high proportion of the cost, is nothing more than a heavy

burden on the airlines.

In response to rising oil prices, regardless of the aircraft manufacturer, the airline

industry or academia are redoubling its efforts to reduce the fuel consumption of the

research program, in order to slow down the increase in fuel costs to fight for profit

margins. Factors affecting the fuel consumption of the aircraft in addition to models

and routes, direct flight operations, flight operation be fuel consumption have a

significant impact; airline flight change only through short training courses operating

procedures or restrictions to achieve the purpose of fuel economy, is the most direct

and fastest way [5] [6] [7]. Therefore, this study, in cooperation with a domestic

airline, north of air traffic as a short-haul flight on behalf of the Taoyuan Macau route

as a representative of the medium-range flight, fuel-efficient flight operations

research.

22-1

73,000kg A 2006 3 2007 3 1434

A 83,000kg

B 2006 2 2006 9 1000

2-2 QAR, Quick Access Recorder Raw Data FOQA

Engineering Data


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FOQA FOQA FOQA

ILS Math Works Matlab

Access

2-3 Airbus

8 Flight Phase 8 (1)Taxi

N2 50% FLX_MCTTOGA 5

(2)Take off FLX_MCT

TOGA 5 35ft

(3)Climb 35ft 420ft 60 10000ft 120 300ft TOC

(4)Cruise TOC TOD

300ft/min 420ft/min 15 TOD

(5)Descent 420ft/min 3000ft

(6)Approach 3000ft

(7)(Landing) 15o

10kt

(8)Taxi to gate


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10kt 15o N2 12%30

2-4 FOQA 2434 7 (1)

(2)

(3) STATISTICA 7 0 1 0-0.3 0.3-0.5 0.5-1

9

(4)

(5)

(6) AIP, Aeronautical Information Publication) FCOM, Flight Crew Operating Manual

A SOP, Standard Operation


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Procedures (7)

Research

2-1 study population

In this study, using a real airline flight recorder data, selected the maximum takeoff

weight of 73,000 kg A type of short-range twin jet engine aircraft flight between

Taipei Takamatsu Airport and Kaohsiung International Airport in March 2006 to

March 2007 1434 pen flight data as a short-range jet fuel-efficient study population;

another choice with an A-type machine with production B-type aircraft maximum

take-off weight of 83,000 kg into short-range twin jet engines in 2006, February 2006,

in September The models flight of 1000 flight between Taoyuan International Airport

and Macau International Airport as a medium-range jet fuel-efficient study

population.

2-2 database

Flight parameters used in this study, the Department of download from airborne

quickly retrieve recorder (QAR, Quick Access Recorder) records the flight raw data

(Raw Data), the use of FOQA analysis software to convert the raw data can be

displayed per second flight engineering data of the parameter values (Engineering

Data), but this study needs to compare each flight in the different phases of flight fuel

consumption average value of a specific point in time of flight parameters, the

existing FOQA analysis software can not meet the needs of the research. In this study,

the first use of FOQA software export flight data, engineering data per second to a

matrix format export (atmospheric height flight parameters derived from FOQAsoftware, radar altitude, angle of attack, yaw angle, engine exhaust Last temperature,

engine pressure ratio, throttle position, fuel consumption, fuel flow, the weight of the

aircraft, ground speed, heading, vertical wind speed, airspeed, Mach number, air

temperature, vertical velocity, spoiler dynamic command, scrambling flow plate angle

state of flaps, landing gear position, landing gear compressed state with ILS state),

developed by Math Works, Inc. Matlab software for data acquisition and calculation,

import parameters developed by Microsoft Access database software to establish the

database contains complete fuel consumption information.


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2-3 Definition of phases of flight

In this study, based on different operating characteristics, reference Airbus flight

specification is divided into eight phases of flight (Flight Phase) analysis, as shown in

[8]:

(1) sliding (Taxi):

Transferred to the aircraft the takeoff runway after the pilot the throttle As for the

elastic thrust (FLX_MCT) or maximum thrust (TOGA) began to push from the

aircraft after the start the two engine N2 revolutions are more than 50%, the position

for more than five seconds until the stage.

(2) take off (Take off):

Engine thrust setting the elastic thrust (FLX_MCT) or maximum thrust (TOGA)

mode over 5 seconds after the start, to the aircraft off the ground radar height is

greater than or equal to the stage at 35ft.

(3) climb (Climb):

From radar height of more than 35ft, and the rate of climb of the aircraft is greater

than 420ft over 60 seconds to aircraft height of more than 10000ft, and climb rate

(rate of decline) in 120 seconds change the TOC point until a range of less than 300ft.

(4) cruise (Cruise):

From the TOC point-to-TOD point during the flight climb rate (rate of decline) shall

not exceed 300ft/min, if the rate of decline over 420ft/min 15 seconds, the point for

the TOD point.

(5) decreased (Descent):

420ft/min start from the rate of decline over to the radar height of 3000ft.

(6) approach (Approach):

From the aircraft radar height 3000ft started until any landing gear touchdown.

(7) landing deceleration (Landing):

Start from the touch location to the aircraft heading and landing average heading

difference 15o, or the ground speed of the aircraft is less than 10kt.(8) taxiing to the apron (Taxi to gate):

Less than 10kt from the ground speed of the aircraft or aircraft heading after landing

the average heading difference 15o start, less than 12% over 30 seconds to two

aircraft engine N2 speed.

2-4 research framework

Real FOQA flight data for the study, the establishment of short-and medium-range

2434 pen flight fuel consumption database, further points for each phase of flight fuel

consumption analysis, is divided into seven main steps (Figure 3), as detailed below:


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(1) To establish fuel consumption database in accordance with the study population.

The database contains the eight phases of flight research required for non-operating

factors and operational factors parameters, use the database to take advantage of each

flight routes and runway classification, and rapid screening of flight parameters than.

(2) Route holistic analysis. The various stages of the analysis of routes fuel

consumption ratio and the proportion of time looking for this type of jet fuel

characteristics of the various phases of flight and time characteristics. And calculate

the standard deviation and coefficient of variation representing the degree of

dispersion of the oil consumption of the various phases of flight, fuel consumption

coefficient of variation may represent changes in the proportion of fuel consumption

in various stages.

(3) The fuel consumption for each flight phase correlation analysis. In this study, the

use of statistical analysis software STATISTICA 7 correlation analysis, correlation

analysis of the results of the absolute value of the correlation coefficient will fall

between 0 and 1, 0 - 0.3 represents a low correlation; 0.3-0.5 behalf moderate

correlation; 0.5- 1 represents a highly relevant. The greater the correlation coefficient

represents the factors are dependencies, that is, if the factor value is increased, also

has a tendency to increase its relative factor value; lower represents the correlation

factors between each independently, that is, the If the value of the factors increase the

value of its relative factor does not increase or decrease trend. If the value of the

factor is reduced with increasing Another factor, referred to as negative, the

correlation coefficient is negative. Impact fuel consumption than the giant operating

factors and non-operating factors for fuel consumption correlation analysis available

each flight stage [9].

(4) A non-operating factors seriously affect fuel consumption to be classified. Thereby

causing a flight phase velocity impact on fuel consumption, it will be in the database

flights phase of the wind speed in accordance with the flight in accordance with the

strength divided into three categories, the purpose is to investigate the operation

factors for fuel consumption impact to avoid the impact of non-operating factors onfuel consumption error.

(5) In this study, trend analysis and classification parameters, the to identify trend

relationship between fuel consumption and operating factors and quantify the value

than fuel-saving mode of operation.

(6) Suggest fuel-efficient operation of the various phases of flight. Through trend

analysis shows the most fuel-efficient mode of operation, control the the CAA

publication of the Taipei Flight Information Region AIP (AIP, Aeronautical

Information Publication) and Crew Operating Manual (FCOM, Flight Crew Operating

Manual), the recognized fuel-efficient operation the possibility of the way, if possible


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it is recommended that an airline to change A model flight operation standard

procedures (SOP, Standard Operation Procedures), in order to achieve the goal of fuel

savings through flight operations.

(7) to estimate the use of fuel-efficient operation of the year to save fuel costs. In this

study, by comparing the phase of flight flying fuel-efficient operation of fuel

consumption and average fuel consumption differences calculated entire flight using

fuel-efficient mode of operation Flight of the amount of fuel savings, and overall

assessment in accordance with the current operating status of an airline estimate the

use of fuel-efficient operation of the year can save fuel costs for airlines about

expected results use.

3

3-1

10 SS10 28 SS28 09 KH0927 KH27 05 TP05 23 TP2316 MC16 34 MC34

H75 M 71 76 L 72 H 55.59 M58.77 53.74 L 55.59

20 10kg


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8

3-2

()

( )

kg/nm ft/kg

3-3

3-3-1 SS10SS28KH09KH2712

3-3-2

HML


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TP05TP23MC16MC3412

3-3-3 30 10 IDLE

3-4

FLX_MCT TOGA 10

FLX_MCT30oThrottle Angle 1240o

TOGA40oThrottle Angle 1250o

EGT, Engine ExhaustTemperature

EGT

EGT

1000 6 TOGA 1434 4 TOGA TOGA

FLX_MCT

FLX_MCT


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3-5 45

(ft/kg)

1

3-5-1 HML3

85 TOC TOC 85

3-5-2

HML 6

232 TOC 250


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MH

L L

MH

3-5-3

A B management mode costindex=0

selected mode 56

3-6

3-6-1 HML 9


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kg/nm FL240

FL240

8 FL220 FL230

9 FL240 0.63

3-6-2

HML 6 FL300 FL390ft L MH

3-6-3 FMS managementmode cost index=0

selected mode

3-7


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3-7-1 SS10SS28 KH09KH274 4 (ft/kg)

SS28 KH27 1 1.1~1.3kg

114 3,000ft 3,000ft 114

3-7-2

HML 6 3,000ft TOD 340

3,000ft

350


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700ft/min 2,100ft/min

3-7-3

A B management mode TOD TOD selected mode

3,000ft

3-8

3-8-1 SS10 SS10 SS28 KH09

KH09

KH27

6


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1 1~1.5kg

TOD

FMGS SS10

KH09

3-8-2

HML 6 CONF_3CONF_FULL

CONF_3 CONF_FULL CONF_3CONF_FULL CONF_3 CONF_FULL

3-8-3

3-9


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A 9 B 12

3-10

3-10-1

SS10SS28KH09KH2712

0.4~0.65kg

59 KH09

3-10-2

H

M

L

TP05TP23MC16MC3412


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15

3-10-3 30 10

3-11

104kg 366kg 0.8kg/L Jet-A1 18.88/L 1,571 5,528 10 5,733,480 20,177,433

598kg 614kg 9,032 9,274 6 19,780,500 20,310,000 A B 2 2

3, the research results and recommendations for improvement


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In this study, quantitative data illustrate the various phases of flight fuel-efficient

operation, the content discussed in the weight of the aircraft, air temperature, wind

speed, angle of attack, yaw angle, the end of the engine temperature, airspeed, ground

speed, distance, rate of climb and fall the average rate are adopted as the stage on

behalf of the parameter values.

The 3-1 route holistic fuel consumption analysis

Fuel consumption situation and time characteristics of the various phases of flight

in short-haul flights, the first database in the average fuel consumption for each flight

stage (Figure 4, Figure VI), time (Figure 5, Figure 7), the coefficient of variation, and

fuel consumption standard deviation , generality statistical analysis.

For ease of reading, following each airport runway in Code: Songshan Airport

Runway SS10, Songshan Airport 28 runway for SS28, Kaohsiung International

Airport 09 runway KH09, Kaohsiung International Airport 27 runway KH27 Taoyuan

Airport runway 05 TP05, Taoyuan Airport Runway 23 TP23, Macau Airport runway

16 for the MC16, the Macau airport 34 runway MC34. Short-and medium-range flight

phase into three levels according to the weight of the aircraft classification, medium-

range classification based H: 75 tons or more, M: greater than or equal to 71 tons but

less than 76 tons, L: less than 72 tons, short-range classification According to greater

than the average for the H: 55.59 t, M: the range of the high standard of 58.77 and a

low standard of 53.74 tons, L: lower than the average of 55.59 tons.

The research results show that either short-range or medium-range flights, climb,

cruise, decline in all three phases of the large fuel consumption oriented focus of the

study stage;, taxiing and landing phase difference (coefficient of variation in 20%

consume fuel standard deviation above 10kg), phases of flight time is shorter with a

smaller amount of fuel consumption in the short-and medium-range flight still exists

room for improvement, and worthy of analysis and discussion of the research will

continue in accordance with the glide takeoff, climb, cruise, decline, approach,landing deceleration slipped eight stage apron comparative analysis.

3-2 routes fuel consumption analysis

In this study, the fuel-efficient operation of the various phases of flight method,

system operational factors affect fuel consumption (ground speed, airspeed, climb

rate, etc.) and fuel consumption trend analysis to identify the most economical fuel

operating mode. Fuel consumption trend prior to analysis by non-operating factors

(aircraft weight, wind speed, etc.) in order to avoid the trend analysis results, must be

non-operational factors affecting the fuel consumption of the classification. The phase


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of flight parameters and the fuel consumption of the various stages correlation

analysis, the purpose is to look for the various phases of flight, affect the fuel

consumption of a large non-operating factors and operational factors.

This study the correlation analysis of the various phases of flight, because of the

use of the fuel consumption of the various phases of flight can not correctly reflect the

performance and fuel consumption, fuel consumption indicator of the various phases

of flight using a different flight fuel consumption variables, such as taxiing and cruise

mining kg / nm, and fall in the climb mining ft / kg various stages coefficient of "non-

operating factors and operational factors please refer to Table 1.

3-3 glide fuel consumption analysis

The glide stage fuel consumption analysis, because the takeoff runway, causing the

operating characteristics of the sliding differ glide fuel consumption analysis of

operating characteristics analysis, correlation analysis results, and therefore under the

airport runway and runway orientation flights to non-operating factors and operational

factors fuel consumption trend analysis.

3-3-1 analysis of short-range glide fuel consumption

Shorthaul flights as non-operating factors parameters selected "wind", "glide

ground speed parameters for the operating factors, the data in accordance with the size

of the surface wind speed (Depending on the direction of the airport runway divided

into strong, weak three), departure airport runway direction (SS10, SS28; KH09,

KH27) divided into 12 kinds of situation, while the calculated fuel consumption when

taxiing to wait in order to glide fuel consumption analysis results are not waiting for

the impact.

The research results show that the average flights per second waiting for taxiing

about half a kilogram of fuel consumption, so the flight crew need to master to push,

to avoid the taxiway to wait too long after the application of the appropriate time, and

inviting the fuel consumption. At the same time, the findings also show suffered largersurface wind speed flights when the aircraft was taxiing to glide faster ground speed

and glide lower fuel consumption (Figure 8); any surface wind speed conditions down

to any one runway , as long as the increase taxi speed can reduce fuel consumption.

3-3-2 medium-range glide fuel consumption analysis

Medium-range flights selected aircraft weight parameters of non-operational factors

glide ground speed parameters for the operating factors, the data in accordance with

the weight of the aircraft level (H, M, L), the departure airport runway direction

(TP05 TP23; MC16, MC34) analysis of the state is divided into 12 kinds.


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The research results show that the weight at this stage of the fuel consumption of

no significant impact, but glide faster fuel consumption lower, but the trend will

reduce anywhere speed decreased with the increase, and eventually reached a critical

point balance.

3-3-3 in the short-range glide fuel consumption improvement proposals

Based on the above analysis, informed that the glide phase of fuel-efficient

operation of the two key points: The first is to choose the appropriate time to apply to

the ATC push back, to avoid stop on the taxiway waiting time; Second, without

compromising security (taxiing ground speed is different restrictions based on

security considerations, such as the upper limit of the linear sliding speed of 30 knots,

turning speed of not more than 10) and the case of passenger comfort, nudge the

throttle the ground speed up and then back into the IDLE position as much as possible

to keep within the speed limits higher ground speed taxiing to the runway head

takeoff position.

3-4 takeoff fuel consumption analysis and recommendations for improvement

According to the instructions of an airline flight operating standard procedures for

the take-off stage, after the flight crew to complete the required inspection items can

be selected FLX_MCT, or TOGA two thrust mode off. Defined in accordance with the

original specification manual [10], two thrust mode main difference is that the throttle

angle is different:

FLX_MCT: 30o Throttle Angle 1,2


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but more fuel consumption; use FLX_MCT mode takeoff desired departure time and a

longer takeoff distance, but is relatively less amount of fuel consumption. Therefore

recommended that the absence of special factors in the take-off stage, try to select

FLX_MCT thrust takeoff.

3-5 climb fuel consumption analysis

Climb phase, whether the total fuel consumption in the medium-range or short-haul

flights are more than 45%, up phases of flight fuel consumption, great climb fuel-

efficient fuel-efficient operation research impact. Whether climbing fuel consumption

for the study of the takeoff runway influential, the beginning of the study in

accordance with the different classification of the departure airport runway first

maternal, Study climb efficiency (ft / kg) "whether due to runway departure

procedures differences. The results show that the climb after take-off on different

runways process, the flight time less than 1 second level flight, climb most flights are

direct climb to cruising altitude, rarely occurs in level flight; fuel consumption

performance so much differences, so do the climbing stage fuel consumption analysis,

do not need to be classified according to the takeoff runway.

3-5-1 short climb fuel consumption analysis

Short haul flights as non-operating factors parameters selected "the weight of the

aircraft, the climb rate parameters for the operational factors, the data is divided into

three grades according to the weight of the aircraft of the aircraft (H, M, L).

Climb, cruise and descent stages of operation is closely related to the climb fuel

consumption savings may be caused by the increase in fuel consumption of the cruise

stage, the stage will climb to cruise phase slightly (Figure 9). Parent information in

the latest cruising layer of flights from the climb to the starting point to climb to a

distance of 85 nautical miles, it is the use of the the climb efficiency and cruise fuel

consumption rate, calculated per flight climb to the TOC after flying to the farthest theTOC point 85 nautical miles of fuel consumption as this stage of the fuel consumption

indicators.

Results show heavier aircraft flights, low rate of climb climb higher fuel

consumption; lighter aircraft flight, climb higher climb rate and lower fuel

consumption, so the weight of the aircraft to climb does have a lot of influence in the

operation and fuel consumption. Climb rate trend analysis results show that,

regardless of the severity of the weight of the aircraft, moderate climb rate can save

fuel consumption (Figure 10).


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3-5-2 medium-range climb fuel consumption analysis

Medium-range flights selected parameters of the weight of the aircraft "and" wind

"non-operational factors, climb rate parameters for the operating factors, the data in

accordance with the aircraft takeoff weight level (H, M, L), the wind speed of the

positive and negative directions ( tailwind or headwind) analysis is divided into six

grades.

Climb, cruise and descent stages of operation is closely related to the climb fuel

consumption savings may be caused by the increase in fuel consumption of the cruise

stage, the stage will climb and cruise phase slightly. Climb to cruising layers flights

from the climb starting point distance of 232 nautical miles, so take advantage of the

the climb efficiency and cruise fuel consumption rate, calculated per flight to climb to

TOC and flight to a point 250 nautical miles from the climb fuel consumption as the

latest parent information stage of the fuel consumption indicators.

When research results show that the aircraft climb, whether in a headwind or tailwind

conditions, climb decreases the amount of fuel required to climb the rate of increase

and decrease; and the lighter weight of the aircraft, climb higher climb rate; when the

wind is against the wind, the heavyweight rate of climb away from the flight were

higher than the rate of climb of the tailwind flights. The integration of these data

shows that, different weight class flights suffered a tail wind or head wind, have their

fuel economy of the appropriate rate of climb.

After heavyweight from the M, H flight against the wind conditions faster the climb

to cruising altitude, although the climb phase can save fuel, but the climb to cruise

altitude, but compared to other flights consume more comprehensive and cruise

information preceding paragraph fuel, lighter L-level flights are not affected. Save

fuel, it is recommended that the lighter the L level flight regardless of the wind is a

tail wind or head wind, can be higher than the average rate of climb climb; the weight

class M, H flights can be high when the tail wind when the wind direction at the

average rate of climb, the original data is maintained in the case against the wind ofthe average climb rate of climb can be.

A 3-5-3 Zhong Duan Cheng climb fuel consumption Summary

Climbing stage of the fuel consumption and the fuel consumption of the cruise

phase is closely related to early climb to a predetermined empty layer, the choice of

the large rate of climb and slower the airspeed climb to cruising layer, will make a

significant increase in the fuel consumption of the cruise phase ; selection of a slower

rate of climb and faster airspeed climb, although the cruise phase can effectively

reduce fuel consumption, but it will make the climb phase of significant increase in


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fuel consumption. Therefore, this study suggests that, regardless of the machine of

type A or B-type machine in the climb path suggested the use of the cost index in the

management mode = 0, aircraft on their own according to the prevailing wind

direction, temperature, take-off weight and pre-set a good climb extrinsic factors to

select the most fuel-efficient climb rate of climb speed; climb on the way due to the

air traffic control intervention need to select the selected mode climb, and then refer to

original mode is set to published literature climb fuel economy [5] [6] in order to

achieve the purpose of saving fuel.

3-6 cruise fuel consumption analysis

Cruise voyage lasted longer, the fuel consumption of a large amount of stage one,

the two major aircraft manufacturers Boeing and Airbus international literature with

the fuel economy, which are identified cruise is the most critical stage of the fuel-

efficient operation. To the stability of this phase of flight operations, and has taken

considerable time to maintain the operating state of the fuel, causing excess fuel

consumption must be considerable.

3-6-1 short-range cruise fuel consumption analysis

Short haul flights selected parameters of the weight of the aircraft "and" wind "is a

non-operating factors, cruising altitude, airspeed parameters for the operating factors,

the data in accordance with the aircraft takeoff weight level (H, M, L), wind speed

positive and negative direction (tail wind, against the wind or no wind) is divided into

9 levels were analyzed. Cruising altitude will affect not only the cruise fuel

consumption, will also have an impact on the overall flight fuel consumption, this

study analysis cruising altitude, the overall flight fuel consumption "flight fuel

consumption rate (kg / nm)" (climb, cruise, down fuel consumption divided by the

climb, cruise, a decrease of the total flight distance) the most fuel consumption

performance indicators.

The cruising altitude research results show that, although highly select the FL240more flight cruising fuel consumption rate is low, but overall "the flying fuel

consumption rate is not necessarily low, representing a higher cruising altitude for the

overall performance and fuel consumption is not necessarily better. Based on trend

analysis results show that in the short-range flight, in addition to lightweight against

the wind conditions should be the height cruising above FL240, 8 weight wind level

all should choose FL220 to FL230 empty layer cruise. Cruising in fuel-efficient the

highly flights also may vary airspeed set affect its performance and fuel consumption,

the results of nine kinds of flights from the cruise at FL240 reduce airspeed to Mach

number 0.63, Figure 11), addition can effectively reduce the cruise fuel consumption,


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but also can reduce flight fuel consumption.

3-6-2 medium-range cruise fuel consumption analysis


"non-operational factors, cruising altitude, airspeed parameters of operational factors,

the data in accordance with the aircraft takeoff weight level (H, M, L) wind speed plus

or minus direction (tail wind, against the wind) analysis is divided into six grades.

Mother flights cruising height distribution between FL300 to FL390ft distinguish

between heavy weight distances, found: L, heavyweight from the lightest cruising

altitude the highest and lowest fuel consumption rate; heavyweight from the M, H

cruising altitude than the low but also to find out from their fuel consumption trend

lower fuel consumption, cruising layer. The airspeed trend analysis results show that

the cruise wind speed does not affect the setting of the airspeed, but rather the heavier

the weight of the aircraft flights, will use a faster airspeed cruise. At the same time,

regardless of weight class flights, fuel rates are accelerated with the airspeed increase;

However, if selected for fuel-efficient and low airspeed, fuel efficiency is not very

good.

3-6-3 in the short-range cruise fuel consumption Summary

Like cruise phase of the oil control through FMS management mode Simply select

cost index = 0, the computer that will be calculated based on the weight of the aircraft

for the flight, wind direction, temperature and other conditions in line with the most

cost-effective at the time cruising altitude cruise Mach number. Cruise, however, is

often not satisfactory, the best empty layer may be another plane aircraft accounted

for, or the occurrence of the situation cannot be avoided, resulting in the flight crew

selected mode should be chosen cruise, this time can not affect the flight arrival The

lower airspeed cruise under the premise of time, and apply the most appropriate day

of the weight of the aircraft cruising layer ATC to save fuel.

3-7 decreased fuel consumption analysis

The aircraft descended limited en-route control, but have different fuel

consumption and operating characteristics, this study during the decline in fuel

consumption analysis before the flight landed at a different airport runway direction

data analysis found that the short-range flights larger and medium-range flights

landed at a different airport runway factors almost no effect, it is only a short-range

flight data for the classification of the factors.

3-7-1 analysis of short-range decline in fuel consumption


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Short haul flights selected parameters of the "runway" non-operational factors, the

decline rate parameters for the operating factors, the data is divided into four grades

according to the landing at the airport and runway direction (SS10, SS28; KH09,

KH27) study, an analysis of these four class samples decreased efficiency (ft / kg) "Is

there a difference.

This stage of research and found that some of the flights at a decreased level segment

level flight condition, and therefore also produce level flight phenomenon flights. The

decline in level flight analysis results shows that the decline in short-haul flights

longer level flight occur airport runway direction for SS28 and KH27. Aircraft flying

decreased level segment level 1 second, the average fuel consumption of 1.1 ~ 1.3kg,

so the aircraft drops, should avoid prolonged level flight, in order to reduce

unnecessary fuel consumption. The errors level flight, the decreased rate of fuel

consumption analysis discussing to avoid decline level segment fuel consumption

estimates, the time, distance and fuel consumption level flight less.

Climb, cruise and descent stages of operation is closely related to the decreased fuel

consumption savings may be caused by the increase in the fuel consumption of the

cruise phase, the stage will decline slightly combined with the cruise stage (Figure

12). Downward trend in maternal data mildest decline in flights of a distance of 114

nautical miles (all flights slowest dropped to radar altitude 3,000 ft.), so take

advantage of the decline in the efficiency of the cruise fuel consumption rate

calculated per flight back since the radar altitude 3,000 ft. projection 114 knots fuel

consumption as indicators of the stage of the fuel consumption.

Trend analysis showed flights at each airport runway is too large or too small rate

of decline on the overall performance and fuel consumption are poor (Figure 13,

Figure 14), should be in accordance with the a different airport runway choose the

most appropriate rate of decline, and proper communication with ATC, reduce the

Ping aircraft rate.

3-7-2 medium-range decline in fuel consumption analysisMedium-range flights selected parameters of the weight of the aircraft "and" wind

"non-operational factors, the decline rate parameters for the operating factors, the data

in accordance with the aircraft takeoff weight level (H, M, L), the wind speed of the

positive and negative directions ( tail wind, against the wind) is divided into six

grades were analyzed.

Climb, cruise and descent stages of operation is closely related to the decreased fuel

consumption savings may be caused by the increase in the fuel consumption of the

cruise phase, the stage will be decreased slightly with the cruise phase. Maternal data

dropped to the latest radar altitude of 3,000 ft. flight distance the decline starting point


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TOD distance of 340 nautical miles, therefore take advantage of the decline in the

efficiency of the cruise fuel consumption rate, calculate the fuel consumption of 350

nautical miles per flight since the radar the height of 3,000 ft push back as the stage of

fuel consumption indicators.

Statistical medium-range flight research data, found that the operating range of the

rate of decline from 700ft/min to 2,100 ft / min range, quite a large difference. Also

found from the statistics, both encountered headwind or tailwind fuel consumption are

not much variation, it was found that the wind direction at this stage no significant

impact on fuel consumption; The only exception is the heavier weight flight fuel

consumption suffered a tail wind significantly increased than when encountered

headwind. Medium-range flights and short-haul flights, encounter once or twice on

the way down in level flight, had no significant effect on the overall fuel

consumption. Overall, it is recommended that each weight class flights in moderately

enhance the rate of decline in the fall, in order to achieve the effect of fuel savings.

3-7-3 The Zhong Duan Cheng decreased fuel consumption Summary

Inseparable from the decline stages of the fuel consumption and the fuel consumption

of the cruise phase, the choice of a larger rate of decline, although the decline in the

course of more fuel efficient, but will stay more fuel consumption of low-altitude

layer growth; selection of a more moderate rate of decline Although causes the

decreased level segment increased fuel consumption, but the overall amount of fuel

consumption is not necessarily more. Therefore, how to select the appropriate rate of

decline for different conditions, is an important issue for the decreased level segment

fuel-efficient operation. Therefore, this study suggests that the machine is a type A or

type B machine drops suggested the use of management mode aircraft according to

the prevailing wind direction, temperature, take-off weight of external factors to select

the most fuel-efficient descent point TOD, and select the appropriate time to apply to

the ATC in the best TOD point decline, while reducing the time fly by descent

Zhongping; way down due to the air traffic control intervention and need to select theselected mode, as far as possible without affecting the safety and passenger comfort.

under different, depending on the airport runway, the aircraft weight and wind

direction, select mining the expedient decline rate to radar height of 3,000 ft, in order

to achieve the purpose of saving fuel.

3-8 entering the fuel consumption analysis

Approach phase is often due to the impact of external factors change flight

operations, the ATC personnel scheduling is one of the main factors, contingent this

study, the use of the aircraft's flight data, and no way to obtain the ATC data only for


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the operating parameters for analysis, it does not consider such extrinsic human

factors. In the same time, in short-haul flights entering the stage correlation analysis

showed completely different at this stage of fuel consumption factors affect the two

different journey flights, the stage in short-haul flights are a different entry point for

analysis.

3-8-1 short-range approach fuel consumption analysis

Approaching the runway at the way short-haul flights selected parameters of non-

operational factors "approach distance" parameter for the operational factors, the data

in accordance with the direction of landing at the airport's runway with type approach

precision approach (SS10, SS10 non-precision approach, SS28 non-precision

approach precision approach; KH09, KH09 non-precision approach, KH27 non-

precision approach) is divided into six grades approach distance and fuel consumption

trend analysis.

The approach stage level flight statistics showed the aircraft in level flight at the

approach phase, 1 second to 1 ~ 1.5kg of fuel required to burn, among which the

Kaohsiung International Airport approach up to level flight. In addition, the aircraft

approach distance and decline stages and TOD select the relevant drop point,

proposed under the ATC license, select the appropriate drop point downward path

using FMGS planning to reduce the level flight time.

Approach distance and fuel consumption statistics showed that the aircraft in the

Song Shan Airport SS10 runway approach, using precision approach flight per sorties

than the use of non-precision approach flight fuel consumption; approaching the

runway at the Kaohsiung International Airport KH09 using non-precision approach

flight per sorties less fuel consumption than the use of precision approach flight

(Figure 15, Figure 16). Approaching from the statistical results that, accurate or non-

precision approach of aircraft at each airport runway, have the most appropriate

approach distance.

3-8-2 medium-range approach fuel consumption analysis


"non-operational factors, the parameters of the" appearance "for aircraft operational

factors, the data in accordance with the aircraft takeoff weight level (H, M, L), wind

speed plus or minus direction (tail wind, against the wind) is divided into six grades,

on the aircraft the stretch put CONF_3 point in time CONF_FULL landing gear fuel

consumption trend analysis.

According to the statistics, the stretch put the point in time of the three appearance

prematurely, will increase the rate of fuel consumption. The same time, the aircraft in


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the event of a headwind, earlier stretch put three appearance; the heavier aircraft

flights will stretch earlier put CONF_3,, but CONF_FULL and landing gear is lighter

flights will stretch to put. CONF_3, CONF_FULL, operating landing gear among

closely, once stretched to put premature CONF_3 point in time, will also affect the

timing the CONF_FULL landing gear stretch put, proposed without jeopardizing

flight safety and passenger comfort under the stretch to put the point in time

backward, in order to reduce the fuel consumption of the approach phase.

3-8-3 A Zhong Duan Cheng approach fuel consumption Summary

Comprehensive whole or more can be learned arrival phase fuel-efficient operation

of the two key points: the first is in the case of weather conditions permit, the choice

of the appropriate type approach, and control the suitability of the approach distance;

second in affect the safety and passenger comfort, try to delay the appearance of

stretch to put point in time.

3-9 floor deceleration fuel consumption analysis

The correlation analysis showed that, the short haul flights fuel consumption in the

impact of the landing stage operational factors "maximum reverse thrust" and the

"general thrust reverser, and the use of time of maximum reverse thrust was negative

with the ordinary use of the thrust reversers time related, For reducing the maximum

the thrust reverser time, you must increase the ordinary use of reverse thrust.

The maximum reverse thrust and fuel consumption trend analysis results show that

the aircraft after landing the longer maximum reverse thrust, the floor deceleration

phase, the greater the amount of fuel consumption (Figure 17), on behalf of anti-thrust

use the longer the more fuel, but anti- thrust after landing one of the three deceleration

mechanism, not to arbitrarily reduce the use of intensity with time, otherwise it would

endanger flight safety. This study to ensure that the thrust reverser deceleration

function is normal, and taking into account the fuel-efficient purpose, the maximum

thrust reverser time to time with the general thrust reverser compare. The proposedflight safe and secure in the floor deceleration phase, reducing the time of maximum

reverse thrust to the critical value (A-type machine 9 seconds 12 seconds), B-type

machine, increase the time of the general thrust reverser.

3-10 taxiing to the apron fuel consumption analysis

This study is taxiing to the apron stage fuel consumption analysis, because different

landing runway, causing the operating characteristics of the glide is different, and

therefore under the airport runway and runway orientation glide fuel consumption

analysis of operating characteristics analysis, correlation analysis the result of non-


32/38

operating factors and operational factors fuel consumption trend analysis of flight.

3-10-1 The short taxiing to the apron fuel consumption analysis

Short haul flights selected "wind parameters of non-operational factors glide

ground speed parameters of operational factors, the data in accordance with the size of

the surface wind speed (Depending on the direction of the airport runway divided into

strong, weak three), landing at the airport runway direction (SS10, SS28; KH09,

KH27) divided into 12 kinds of conditions, and fuel consumption analysis for this

stage of the unique use of single-engine taxiing flights. This stage do not have much

time waiting, waiting for fuel consumption between 0.4 ~ 0.65kg, compared to before

takeoff taxiing phase many per second, but in order to save fuel, still need to try to

reduce the waiting time.

Results suffered larger surface wind speed flights when the aircraft was taxiing to

its glide faster ground speed, and glide low fuel consumption; any surface wind speed

conditions from either a runway slipped apron improve the taxi speed can reduce fuel

consumption, and is therefore recommended to the aircraft taxiing keep Highland

speed to save fuel consumption (Figure 18) while taxiing. In addition, the stage 59

pen landed KH09's flight information display system using a single engine taxiing to

the apron, the results show that although the use of single-engine taxiing when the

glide speed will reduce taxiing fuel consumption rate of the overall significant decline

proved using only a single engine taxiing is indeed effective in saving fuel

consumption.

3-10-2 medium-range taxiing to the apron fuel consumption analysis

Medium-range flights selected aircraft weight parameters of non-operational factors

glide ground speed parameters for the operating factors, the data in accordance with

the weight of the aircraft level (H, M, L), the departure airport runway direction

(TP05 TP23; MC16, MC34) analysis of the state is divided into 12 kinds.

The results show that glide faster fuel consumption lower, but the trend of loweranywhere speed and decreasing about speed after 15 reaches a critical value. Addition,

heavyweight distance flights, ground speed and fuel consumption are very close, the

weight can be obtained at this stage no significant effect on fuel consumption.

The 3-10-3 Zhong Duan Cheng taxiing to apron fuel consumption Summary

Summing up the above analysis, can be learned taxiing to the apron stage fuel-

efficient operation focused on two: one is in does not affect the safety (sliding ground

speed is different restrictions based on security considerations, such as the upper limit

of the linear sliding speed of 30 knots, turning speed shall not over 10) with the case


33/38

of passenger comfort, mining the faster ground speed skating line to a stop position;

second is safe with plenty of time in the case of using a single engine taxiing,

unnecessary fuel consumption savings.

3-11 in the effectiveness of short-range fuel-efficient operation

The main objective of this study to the short-and medium-range fuel-efficient flight

operations, through the analysis of the flight data, the proposed recommendations of

the fuel-efficient operating trends above, As for the actual implementation of surface,

the user needs to confirm its feasibility, compiled for fuel economy standard operating

procedures before use. Taiwan and the next three-way flights both the short-and

medium-range flights, if the results of this study will help to improve fuel efficiency,

increase airline revenue, will be our greatest honor.

According to the predicted results of the aforementioned fuel-efficient, short-range

north of air traffic throughout the use of fuel-efficient operation can save a minimum

of about 104kg of fuel, you can save up to 366kg of fuel. North High Flight aviation

fuel density 0.8kg / L meter and month Petro China Jet-A1 aviation fuel license

premium 18.88 / L is calculated trip use fuel-efficient operation can save about NT $

1,571 to $ 5,528; assuming an aviation daily air traffic back and forth a total of 10

classes North, it is estimated that use fuel-efficient operating year for the company to

save on fuel cost from 5,733,480 to 20,177,433.

Medium-range Taoyuan, Macau route full use of fuel-efficient operation can at least

save about 598kg of fuel, you can save up to 614kg of fuel, calculated in accordance

with paragraph estimate trip the Taoyuan, Macau flights using fuel-efficient operation

can save about new NT $ 9,032 to $ 9,274; assume that an airline daily total of six

trips back and forth, it is estimated that use fuel-efficient operation of the year for the

company to save fuel cost from 19,780,500 to 20,310,000.

The company's A-type machine adopt fuel-efficient flight operations with the B-

type machine fleet, that year up to the company to save about 220 million of fuel

expense.44-1


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49% 45%

4-2

5


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A 09


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85

09

28

09

09


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10


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1Economagic, West Texas Oil Price Dollars per Barrel

from Jan. 1946 to Jul. 2009,http://www.economagic.com2International Air Transportation Association, Facts &

FiguresFuel, http://www.iata.org 3CPC corporation, Taiwan, Historical Price of Jet-A1

from Dec. 1997 to Aug. 2009,http://www.cpc.com.tw

4 EVA Air, 2008 Annual Report,http://www.evaair.com

5Airbus Customer Service, Getting to Grips with FuelEconomy, Flight Operations Support & LineAssistance, Issue 2, Oct. 2001

6Airbus Customer Service, Getting to Grips with FuelEconomy, Flight Operations Support & LineAssistance, Issue 3, Oct. 2004

7 Boeing Commercial Airplanes, Flight OperationsEngineering, Fuel Conservation.ppt, Nov. 2004

8 Airbus Customer Service, Getting to Grips withAircraft Performance, Flight Operations Support &Line Assistance, Jan. 2002

9 , , , 94 10 Airbus, Airbus A320 Flight Profile Specification,

Oct. 2003

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