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Fuel %
Time %
Mach No
FMGS
0.76
0.8
100 kg
1 minute
270 kias
280 kias
300 kias
320 kias
330 kias
Effect of Climb Technique on fuel and time to 160nm
A340-642 ISA F/L 350 Weight 320000kg
-2%
0%
2%
4%
6%
8%
10%
-1% 0% 1% 2% 3% 4% 5%
Fuel %
Time %
Mach No
FMGS
0.76
0.78
0.8
0.82 100kg
1 minute
270 kias
280 kias
300 kias
320 kias
330 kias
Climb
Speed
Getting to grips with Fuel Economy IN FLIGHT PROCEDURES
- 33 -
This shows a common technique is good for both fuel burn and time. The optimum
is 320/0.80. There is little Mach No effect, but reducing the speed to 270 kias will
increase fuel by 4% and time by 8%. Because the optimum technique is good for
both fuel and time, there is a single FMGS point for all cost indeces.
Earlier versions of the A340 showed that some marginal time benefit could be
gained by climbing faster. However this would have affected the flight levels
achieved. Consequently there is no variation of FMGS climb speed with cost index
for all the A340 family.
Appendix A presents some examples of time - fuel charts for other Airbus aircraft.
5 - IN FLIGHT PROCEDURES Getting to grips with Fuel Economy
- 34 -
5.2.4 CLIMB TECHNIQUE COMPARISON TABLES
The following tables show, for various Airbus aircraft, the climb time and
fuel variations for a fixed distance, to FL 350, relative to a 300kias reference
speed.
Effect of Climb Speed on Fuel
Effect of Climb Speed on Time
It can be seen from the tables how the optimum techniques are very
dependant on the aircraft type, and that a 10kt climb speed change can have a
significant impact.
Aircraft Climb ΔFuel – kg
Mach No. 270KT 280 KT 300 KT 320 KT 330 KT
A300 0.78 +40 +15 0 +5 +10
A310 0.79 +5 0 +5 +15
A318/A319/A320 0.78 -15 0 +30 +70
A321 0.78 -10 0 +25 +60
A330 0.80 +15 +5 0 +20 +35
A340–200 0.78 +45 +20 0 +10 +25
A340-300 0.78 +105 +50 0 -5 +20
A340-500/600 0.82 +135 0 -5 -10
Aircraft Climb ΔTime – minutes
Mach No. 270KT 280 KT 300 KT 320 KT 330 KT
A300 0.78 +0.8 +0.5 0 -0.3 -0.4
A310 0.79 +0.5 0 -0.5 -0.6
A318/A319/A320 0.78 +0.5 0 -0.4 -0.8
A321 0.78 +0.8 0 -0.6 -1.0
A330 0.80 +0.9 +0.6 0 -0.4 -0.7
A340–200 0.78 +1.4 +0.8 0 -0.6 -0.8
A340-300 0.78 +1.5 +0.9 0 -0.6 -1.0
A340-500/600 0.82 +0.8 0 -0.6 -0.8
Getting to grips with Fuel Economy IN FLIGHT PROCEDURES
- 35 -
5.2.5 DERATED CLIMB
In order to reduce engine maintenance costs, there are derated climb
options available on the A330 and A340 aircraft. There are two levels of derate,
D1 and D2. At a certain altitude the derate is washed out such that at Max Climb
rating is achieved generally before 30000ft. The following shows a typical derate
thrust variation picture, but this will vary with engine and temperature.
However this derate will result in more fuel and time required to reach the
same distance. The effect is dependant on aircraft weight, temperature and cruise
flight level. The following table gives some typical penalties in ISA conditions to
35000ft.
Derate D1 Derate D2
Aircraft Weight
(kg)
Fuel
Increase
Time
Increase
Fuel
Increase
Time
Increase
A330-203 190000 5kg 0.5 min 20kg 0.6 min
A330-223 190000 20kg 0.2 min 40kg 0.5 min
A330-343 190000 20kg 0.2 min 40kg 0.5 min
A340-212 240000 65kg 0.9 min 120kg 1.5 min
A340-313 240000 140kg 0.8 min 225kg 1.4 min
A340-313E 240000 140kg 1.0 min 335kg 1.4 min
A340-642 340000 270kg 0.6 min 445kg 1.0 min
Derated Climb - Net Thrust Reduction
-25
-20
-15
-10
-5
0
0 10000 20000 30000 40000
Altitude / ft
Net Thrust Difference to MCL %
Derated Climb 1
Derated Climb 2
5 - IN FLIGHT PROCEDURES Getting to grips with Fuel Economy
- 36 -
5.3 CRUISE
5.3.1 INTRODUCTION
The cruise phase is the most important phase regarding fuel savings. As it is
the longest for long haul aircraft, it is possible to save a lot of fuel. So discipline
must be exercised particularly in this phase.
The two variables that most influence cruise fuel consumption are the cruise
speed (IAS or Mach Number) and the altitude or flight level. The following shows
their influence on a single sector assuming standard climb and descent
procedures.
The correct selection of the cruise parameters is therefore fundamental in
minimizing fuel or operating cost. This chart shows the normal laws that aircraft
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