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h t c h some d the more genr
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FAST 1 / 9 W t
 WAWLUAHDCO1
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t FUEL COMSERVA'CIOW PART 3 FAST1/3S84 5
Table t
ENGlNE FLOWPATH DETERlORATIONJCORRECTlYE
- ACTlON
ITEM CONDITION CRUISE U.S. GAL. CORRECTIVE APPROX. CFG-SO MANUAL
ATSFC ENGINE/ ACTION MAN- REFERENCE
YEAR HOURS
Fan blades Leading edge Up lo 1 t ,000 Remove fan bCades 21 72.21.00removal
erosion 13.4452 Re-contour. re-~nstall and installation
shop manual
72.21.01
re-contour

Foreign object Up to 7,500 Replace damaged blades Varying 72,21.OO

0.396
Fan slator Loss of rnaterlal by Up to 675 Replace lost material 4 72.22.00
abradable rub and fall-out 0.0279/n
surface

Fan flowpath Leading edge Up to t ,750 Replace fairing 2, when 72 22.00

fairing erosion 0.07'A fan blades
removed

Fan airfoils Accumulation of dirt Up to 3,000 Water wash by hand, 4 72.00.00

0.1 2% outer panel

3,750 Coke dean, or water wash 4 72.00.00

aher installation. 300 hrs.
compressor or when EGT increase
airfoilis

7.500 Performanceborescope 8 72.00.00

Inspeclion to determine
at low pres, camp. extent of damage
inlet guide vanes.

fan blade inner pane!

50,000 Remove engine and 16 72.00.00

perform hot 8 cold section
renewal, as required

Table 2
COWUNG
-N-A-C-E L ~ ~ & -DETERIORATION PENALTIES
ITEM CONDITION CRLI[SE U.S. GAL.
ATSFC ENGINE
YEAR
Translating cowl Poor lit up Up to 8,750
seals 0.35?'0

Fan reverser Poor !it up Up to 7.000

static structure 0.2846
seals

E.C.S. duct Poor bellows fit Up to 3.250

0.1396

Fan frame ' Deteriorated seals

and strut end leaks
'Up to
0.04%
1,000

Fan frame to Deteriorated seals Up to 1,250

reverser seals 0.05% i

6 FAST T / q 9 8 4 FUEL CONSERYATfOH P A R T 3

 OPERATIONAL ASPECTS OF Excess aircrafl weight can be summarised as

.-
FUEL CONSERVATION follows:
(PRE-FLIGHT PROCEDURES) - unnecessarily highzerofuel weight (ZRlW)
(DATA G.E. ENGINES) - unnecessarily high fuel load.
Excessive ZFWG can be prevented by remov-
Loading ing unnecessary catering equipment and sup-
The two main areas where loading controllers plies, empty cargo containers interior and ex-
can contribute to fuel conservation are: terior dirt and rubbish.
- optimising the C of G position The uplift of greater reserves than necessary
- avoiding excess weight may also be classified as excess weight, and
The further aft the center of gravity is positio- careful planning with regard to reserves and
ned, the more significant the fuel consumption diversion fuel will reduce unnecessary fuel
decrease. Figure 1 below details the gain or weight. Alternate airports should be chosen as
loss in specific range with a center of gravity of near as possible to the destination to minimise
20% and 30% compared with 25% at M=0.7&. the diversion fuel reserve, and retained as a
constant figure. A diversion distance increment
Figure 1 of 50 nm requires a reserve of approximately
Specific range variation 700 kg of fuel, which in turn requires 60 kg of
according to CG extra fuel burn to carry the reserve, leading to
- an annual additional cost of 26,000 U.S. gallons.
However it is sometimes necessary to consider
C 6 --309S_ I40 tons
160 tons a weather system which may dictate that dif-
ferent quantities of fuel reserve should be
carried.
The procedure of re-clearance, which permits
departure with no reserve fuel for the first part
of the flight when en-route alternates are to be
overflown, shoujd be considered, particularly
for long sectors.
Additional fuel is not necessarily added safety,
because 1000 kg of extra load incurs a loss of
0.1 % gradient in the case of an engine failure
at take-off. Extra weight also means poorer
acceleration and reduced protection against
Thus t h e importance of loading is by no means windshear.
negligible and ground operations staff should However, consideration should be given to
be encouraged to consider rear loading where- carrying fuel when the fuel price at destination
ver possible. is greater than that at departure, in which case

FUEL CONSERVATION P A R T 3 FAST 1/3984 7

the cost of the extra fuel burnt must be eva- AUXlLIARV POWER
luated against any savings due to a lower fud APU or GPU, which should be used? On the
w--
Figure 2
ground at sea tevel, under ISA conditions, APU
below assists in determining the fuel consumption is as follows:
optimum fuel quantity to be carried, as a func- No load
tion of initial take& weight, (without fuel ex- Minimum air Nl -
N1 = 63% :275lb/hr
84% :352tb/hr
cess), stage length, cruise flight levet and fuel Air cond. + Elec. load N1 = 97% :495lbhr
price d o . Main engine starl N1 = 100% : 5171b/hr

When h efuel price raib Istoo lowto determine
an optimum fueluplift, the optimum fuel quant-
ity is therefore the maximum allowable. When
it Is impossible to carry the optimum fuel quant-
ity due to one or more limitations, (maximum
take off weight, maximum landingweigM, etc.),
the fuel quantity should be reduced in wder to
satisfy the limitations. To summarise, where
fuel tankering is not Involved, operation of an
aircraft canying excess weight incurs a subs-
tantial cost Increase. Figure 3 lkstfates the
fuel bum penalty experienced over a stage
flown at M=0.78,cartying excess weight.
-3
I Fuel burn penalty (excess weight) 1 APU rather than on main engines saves 20 kg
So, as soon as the mdn engines have been
started, they shoutd be used for air condition-
ing, thus econornising APU consumption.
Whenever possible, a GPU, should be used in
preference to the APU, thereby saving both
fuel and APU life. Remember that one extra
minute of APU operation per flight at, say,
180 kghr fuel flow, means an additional
3000 kg or 1000 US,gallons of fuel used per
yaar/aircraft.
Engine start-up too should, if possible, be
carefutly planned Inconjunctionwith Air Traffic
Control. If push-back is delayed, it Ispreferable
to wait and use the APU for dr conditioning and
electrical requirements. Every minute spent on
of hrek one minute per flight over one year's
operations saves 20,000 kgs or 7000 U.S. gal-
lons. If a long taxi out is envisaged, it is also
worth considering taxiing on one engine and
starting up the second engine en route for the
runway. It is worth notingthat developments in
high speed towlng vehicles, which wHI become
available in the foreseeable Mute,will allow a
significant delay in engine start-up at airports
with tong distances between terminal and run-
way. We shall continue the series by dealing
with in-flight operational aspects in the next
edition of FAST.