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MANUAL
Q400 Fuel Efficiency Manual 2
1.Introduction 3
CONTENTS
2.Abbreviations 5
3.Summary of Techniques 8
4.Flight Planning 11
4.1Aircraft Weight 12
4.2Center of Gravity (CG) 14
4.3Auxiliary Power Unit (APU) 14
4.4Taxi 15
4.5Take-Off 17
4.6Climb 17
4.7Cruise 19
4.8Descent 23
4.9Optimum Cruise Altitude 25
4.10Fuel Reserves and Contingency Fuel 27
4.11Flight Planning Example 28
6.Flight Management 35
6.1Enroute Winds 36
6.2Performance Monitoring 37
6.3Approach and Landing 38
6.4Tankering 38
7.Maintenance 39
7.1Airframe Maintenance 40
7.2Engine Maintenance 40
7.3Dispatch under MEL and CDL 42
8.Conclusion 45
Q400 Fuel Efficiency Manual 3
INTRODUCTION
Q400 Fuel Efficiency Manual 4
2.0INTRODUCTION
B!
ombardiers Q400 NextGen turboprop aircraft has benefited from an
ongoing program of investment and continuous improvement. Since
2000, when the Q400 entered service, the price of fuel has risen
significantly. Airlines are continually seeking solutions to counter the impact of
rising fuel costs and economic challenges. Bombardier has developed a broad
range of solutions and countermeasures to the rising cost of fuel. The Q400
Fuel Efficiency Manual serves as a guide for airlines to maximize their opera-
tional and performance techniques, enabling them to generate significant fuel
savings across all mission profiles and phases of flight.
The Q400 aircraft is most often used on routes of 200 to 500 NM. As a
2.0INTRODUCTION
The Q400 aircrafts high rate of climb, single-engine service ceiling, higher
take-off weight (thus greater payload), optional drop down oxygen system
and jetway-compatibile front air stair passenger door are important factors
that contribute to its operational flexibility. In addition, the Q400s indus-
try leading navigation capabilities, such as WAAS/LPV, RNP AR, Heads-up
guidance, Coupled VNAV etc contribute to the efficiency of
operations and flight completion rates in challenging environments.
ABBREVIATIONS
Q400 Fuel Efficiency Manual 7
A/C Aircraft
1.0ABBREVIATIONS
SUMMARY OF
TECHNIQUES
Q400 Fuel Efficiency Manual 9
A!
lthough fuel price and emissions costs have become very important
3.0SUMMARY OF TECHNIQUES
For these reasons many operators use a minimum cost strategy. All aspects
of fuel efficiency, such as fuel price, cost of emissions, fuel weight and
tankering can be included in a Cost Index method, which is a method to
minimize total operational cost as a function of all or a selection of operating
variables.
As the purpose of this manual is to focus on fuel efficiency, it will first show
the minimum fuel techniques for ground operations and for each flight seg-
ment (climb, cruise, descent, approach and landing), with the understand-
ing that optimizing each flight segment does not always mean that the trip
is optimized; this is further explained in the flight level selection section. It
is up to the operator or flight planning provider to use this knowledge and
data to optimize the overall flight profile.
Next, a few Cost Index methods are explained, followed by practical flight
management recommendations and maintenance implications on fuel burn.
Q400 Fuel Efficiency Manual 10
1 Individual techniques are not additive and results will vary according to particular conditions
2 Based on 500 NM
Q400 Fuel Efficiency Manual 11
FLIGHT
PLANNING
Q400 Fuel Efficiency Manual 12
A!
flight plan that is accurate in all its components (ground operations,
4.0FLIGHT PLANNING
4.1Aircraft Weight
Aircraft weight is one of the key factors in determining the fuel burn. Starting
with an accurate weight on the ground and continuing to have a correct fuel
consumption and aircraft weight estimate for all flight segments will allow
the aircraft route to be planned and flown effectively.
3 Block Fuel includes: start , taxi-out, take-off , climb, cruise, descent , approach, landing, taxi-in
Q400 Fuel Efficiency Manual 13
58,580lbs and with a HSC setting the block fuel will increase by 0.51%,
which translates into 16lbs of fuel.
When the take-off weight is increased, there will be an increase in block fuel.
The table below offers some examples of the fuel increase with an addi-
tional take-off weight increase of 1000 lb.
The MEW tends to increase during operational life due to repairs, upgrades
and moisture accumulation. These weight increments should be monitored
and kept to a minimum.
APU and Bleed Air (22 deg C) 103 kg/hr (227 lb/hr) or
1.7 kg/min (3.8 lb/min)
APU Only (22 deg C) 53.5 kg/hr (118 lb/hr) or
0.9 kg/min (2 lb/min)
Q400 Fuel Efficiency Manual 15
4
Excessive use of the APU can be caused by the following:
4.3FLIGHT PLANNING
When available, the crew should consider the use of Ground Power Unit
(GPU) and air carts when practical and economical, considering cost, time
delays, and noise.
4.4Taxi
Engine Start
Starting engines during the pushback phase, instead of at the gate may
minimize the fuel burn. However, this would require the APU to be operating
or would require a battery only start. Starting one engine at the gate while
on ground power and then pushing back may be the best alternative and
most efficient method. Delaying the start of the second engine until just
prior to the completion of the pushback procedure will provide additional
savings.
4 Sector distance: 274nm, cruise segment 197nm, fuel used in cruise: 1056lb
Q400 Fuel Efficiency Manual
The Q400 average fuel burn for Two Engine Taxi is approximately 12 lb/minute.
Taxi-out
When multiple runways are available, choose a runway that will minimize taxi
and ground holding times. However, it may be more beneficial to choose a
runway that is aligned with the initial en route heading, even though it may
take longer to taxi. The fuel burn on the ground is much less than the fuel
required to depart in the opposite direction and make the turn en route
while airborne.
Taxi-in
Single engine taxi operations could be employed during the taxi-in phase
as well. A reduction in fuel consumption, pollution, noise and brake wear is
possible. It is important that the flight crew consider taxiway surface condi-
tions, taxi time, ramp and parking congestion before employing this strategy.
When waiting excessively for a stand or gate after landing (after the AFTER
LANDING checklist is complete), the crew may opt to select
START/FEATHER on both Condition Levers. The loss of A/C power has no
subsequent effect on the remaining taxi. The difference between DISC/1020
rpm and START/FEATHER is approximately 90 kg/hour (198.4 lb). Once the
gate becomes available, return the Condition Levers to 1020 RPM and wait
for the propellers to unfeather before continuing to taxi.
Q400 Fuel Efficiency Manual 17
4.5Take-Off
4.5FLIGHT PLANNING
4.6Climb
Q400 can continuously climb from SL to its maximum operational ceiling
(25000 ft) for any combination of take-off weight, temperature and propeller
RPM. No step climbs are required.
The following climb techniques are currently provided in the Q400 AOM:
Climb Type 1 (High Speed): is using the most fuel but it takes more
time and the longest distance to Top of Climb (TOC).
Climb Type 2 (Intermediate Speed): is a speed approximately halfway
between Type 1 and Type 3 climb speeds, and the times, distances and
fuel are approximately averages of the times, distances and fuel to
TOC of Type 1 and Type 3.
Climb Type 3 (Low Speed): is using the least fuel, it takes the least time
and the shortest distance to TOC (best climb gradient).
In addition, a Pitch Attitude climb (higher indicated speed, low pitch) is
also considered, as some operators use this technique due to ATC/
operational considerations.
Q400 Fuel Efficiency Manual 18
The climb speed profiles are shown below, in Indicated Air Speed. The Con-
4.6FLIGHT PLANNING
stant Pitch Attitude climb and Type 1 climbs overlap or exceed (in some
areas) the LRC speed. This suggests that for those conditions these high
climb speeds are not the best for a minimum fuel technique, since the climb
is performed at MCL (Maximum Climb power), a power rating which is
higher than any cruise power.
In order to minimize fuel burn for the climb segment, the most fuel
efficient is Climb Type 3. For example, using Type 3 climb instead of Type 1
from SL to FL 160 will save 217 kg (478.4 lb) 206 kg (454.1 lb) = 11 kg (24.3
lb) which represents 5% in the climb segment. However, upon reaching the
Top Of Climb, the cruise segment will have to be extended to reach the same
point downstream of the Type 1 Top Of Climb. The overall impact of climb/
cruise fuel burn will have to be assessed when optimizing the flight profile.
In addition, climbing at 900 RPM instead of 850 RPM saves fuel by an aver-
age 0.5% for the climb segment. The climb time, distance, and fuel data for
all climb types are presented in the AOM for both 850 and 900 propeller
RPM. With the same example conditions as above, but using 900 propeller
RPM instead of 850 RPM, using Type 3 climb instead of Type 1 will save 213
kg (469.6 lb) 201 kg (443.1 lb) = 12 kg (26.5 lb) which represents 5.6% in the
climb segment.5
4.7Cruise
4.7FLIGHT PLANNING
The Q400 AOM presents fuel flow, speed and torque in tabular format for
specific weight, altitude and temperature increments for the following:
The tabular data in the AOM is derived from charts similar to the exam-
ple provided below. This chart highlights the Specific Air Range (nm/lb of
fuel) for 3 different weights, and is valid specifically for ISA temperatures at
FL250. The various cruise speed options (listed above) have been added to
the chart for convenience.
The best cruise SAR (best fuel efficiency) is achieved at MRC speed as high-
4.7FLIGHT PLANNING
lighted below. Simply put, it will provide the furthest distance traveled for a
given amount of fuel burned.
LRC has been historically defined as the speed above MRC that will result in
1% SAR reduction. The benefit of using LRC is that 1% of SAR is traded for
3% to 5% higher cruise speed. The minor fuel burn increase is offset by the
increase in speed and cruise time reduction.
In contrast, the least fuel efficient but fastest jet-like operation is at MCR
(minimum time). Flying at HSC will trade a small speed reduction (20 kt) for
a significant SAR improvement (7%). The ISC makes a compromise between
a fuel efficient operation and time efficient operation, and is defined as the
average speed between LRC and HSC.
Q400 Fuel Efficiency Manual 21
4.7FLIGHT PLANNING
6 ISA, FL250, 24000 kg cruise weight, 274 nm total distance (cruise portion 197 nm),
Type 3 climb/descent
7 ISA, FL250, 24000 kg cruise weight, 697 nm total distance (cruise portion 569 nm),
Type 3 climb/descent
Q400 Fuel Efficiency Manual 22
If saving fuel in cruise is most important and overall flight time is not a con-
4.7FLIGHT PLANNING
cern8 , the flight crew can use speeds even lower than MRC, leading to fur-
ther fuel burn reductions. This is illustrated in the following chart, which is
showing the same data as above, but presented in terms of fuel flow (lb/hr).
8 Factors may include favorable enroute tailwinds, fixed arrival time, unavailable/early arrival slots;
short sectors and short cruise sections; flight schedules; or to provide slower speeds, similar to
competition turboprop aircraft.
Q400 Fuel Efficiency Manual 23
4.8Descent
4.8FLIGHT PLANNING
A properly planned and executed descent profile can offer some of the
greatest fuel savings. The ideal profile would include an uninterrupted
descent from cruise altitude without the use of any power. This is often
unachievable in busy airspace. Descents that begin too early or late can
also increase the fuel burn. If given a choice, it would be better to begin the
descent early, rather than late. An early (shallow) descent affords the oppor-
tunity to regain the optimal profile and find savings in fuel. A late descent
will require in increased rate of descent from the optimal profile, and this
added energy would eventually have to be dissipated through alternative
means increasing drag, increasing propeller RPM, or a premature level off.
The following descent types are currently provided in the Q400 AOM:
The aircraft ROD and cabin ROD limitations are shown on the
illustration below.
Q400 Fuel Efficiency Manual 24
The actual descent speeds are shown below in Indicated Air Speed.
4.8FLIGHT PLANNING
The most fuel efficient descent segment is achieved with a Type 5 descent,
followed sequentially to Type 1.
From a fuel efficiency perspective, the most important aspect is the block
fuel optimization, not the individual flight segments optimization. For a fixed
sector length, optimizing the individual flight segments does not translate
into overall flight profile optimization. Similarly, when flying jet-like speeds
and profiles, the most important aspect is the block time.
For a given sector length, temperature and wind condition, the most impor-
tant factor that impacts the block fuel and block time is the cruise altitude,
as that defines TOC position, the cruise segment length and TOD point.
To determine the optimum cruise altitude for each technique, the block
fuel/block time charts are plotted for all sector lengths, altitudes, temper-
atures and winds, and the optimum altitudes for each technique (minimum
block time, minimum block fuel) are selected for each combination of sector
length, wind and temperature.
The AOM optimum cruise altitudes for a minimum time technique are based
on HSC. The minimum fuel techniques are based on LRC. The related per-
formance is presented in Q400 AOM Section 5.2.
To illustrate this concept (block fuel versus block time), data for different
techniques related to the same cruise speed regimes as presented in the
Cruise section (4.7) are shown below. The chart, for demonstration purposes
only, shows a sector length of 600 nm and three possible cruise altitudes
(FL180, FL220, and FL250)9.
9 Both chart assumptions consist of: ISA, 0 wind, IFR Reserves, 100 nm diversion, High TOW
Q400 Fuel Efficiency Manual 26
4.9FLIGHT PLANNING
Time Fuel
Climb 1, ISC and Descent 1 133.7 minutes 2163 kg (4768 lb)
Climb 1, HSC and Descent 1 124.7 minutes 2358 kg (5198 lb)
However, for the same distance and altitude, the fuel saving flight
results are:
Time Fuel
Climb 2, MRC and Descent 2 157.3 minutes 2017 kg (4447 lb)
Climb 2, LRC and Descent 2 150.0 minutes 2035 kg (4487 lb)
Q400 Fuel Efficiency Manual 27
Cruise at FL270:
4.9FLIGHT PLANNING
The Q400 maximum operational cruise altitude was recently increased from
FL250 to FL270. The following chart shows the fuel savings that can be
achieved when flying long sector distances at FL270.
For a typical 500 nm sector, fuel savings will equate to approximately 3%.
Diversion fuel10 can be minimized in a similar manner to the sector fuel. This
4.10FLIGHT PLANNING
would include using a minimum fuel technique, and optimum cruise altitude
selection for the distance and ambient conditions. Depending on the juris-
diction, choosing appropriate alternates (enroute alternates) allows a reduc-
tion of the contingency factor.
Typical
Savings
Fuel Saving High Speed Optimized for Savings % of Block
Action Operation Minimum Fuel kg/(lb) Fuel
Typical
Savings
Fuel Saving High Speed Optimized for Savings % of Block
Action Operation Minimum Fuel kg/(lb) Fuel
HIGHER RESOLUTION
OF SAR DATA USING
COST INDEX TABLES
Q400 Fuel Efficiency Manual 31
The Flight Planning section presented fuel efficient methods for ground
5.0COST INDEX
operation, and each individual phase of flight. These methods can be used
either separately, or for trip optimization, within a simple (static) or a
dynamic Cost Index solution.
Cost Index is a concept or a tool used to minimize the total operational cost,
not necessarily isolated to minimize fuel burn. Cost Index is defined as the
ratio of time-related costs to fuel-related costs, and is specific to each oper-
ating environment and each operator, since every operator has different
routes, marketing strategies and cost structures.
For example, the ratio of 100 kg fuel : 1 minute shows that from a cost
perspective 100 kg of fuel can be traded for 1 minute of flight, or vice versa,
while maintaining the same operational cost.
Q400 Fuel Efficiency Manual 32
The fuel related cost is really just the price of fuel on board; however the
5.0COST INDEX
Each of these costs can be further analyzed and quantified. For example,
the cost of an arrival delay (missing connecting flights):
can rise sharply in discrete steps and raise sharply to high amounts as
more and more people lose connections
can be quantified and it can help to determine the recovery plan, and
be modeled in a (dynamic) Cost Index, when fuel savings are negated
by arrival delay costs
IATA14 identified that the main impediment for fuel efficient operations is the
lack of sophisticated Flight Planning tools (i.e. Cost Index methods). Using
Cost Index methods has the biggest savings potential once it is
developed, understood and correctly implemented at each level/depart-
ment in the organization (management/accounting, maintenance, flight
planning, dispatch, flight crew) and continuously monitored and adjusted.
With various Cost Index methods and other fuel saving initiatives, there
is always a risk of confusion with regards to who is saving either fuel or
money, at what level and how, which can lead to conflicting strategies and
overall inefficiencies.
14 Guidance Material and Best Practices for Fuel Management, 1st Edition 2004
Q400 Fuel Efficiency Manual 33
optimized either for minimum time, optimum cost or minimum fuel, it is det-
rimental if the flight crew deviates from the plan. However, the flight crew
need to be aware of the plan, and be able to make good and safe decisions
when operational restrictions or weather changes require deviations.
Ideally, the crew should have the Cost Index tools (FMS, EFB, in-flight sup-
port from ground stations, etc.) and the capability to re-optimize when flight
milestones or enroute changes occur.
The Q400 Cost Index Data package consists of detailed high resolution
climb, cruise and descent performance digital data (AEO and OEI) in small
increments of weight, altitude, temperature and speed, in a generic, easy to
use and implement format.
Q400 Fuel Efficiency Manual 34
For example, with reference to the SAR chart below, the Cost Index Data
5.0COST INDEX
Therefore, the Q400 Cost Index Data allows for a higher accuracy in all opti-
mization calculations, eliminating linear interpolation and other related errors,
which will result in a more accurate cruise fuel burn estimate by 2% to 10%.
Q400 Fuel Efficiency Manual 35
FLIGHT
MANAGEMENT
Q400 Fuel Efficiency Manual 36
6.1Enroute Winds
6.1FLIGHT MANAGEMENT
For example, the chart below shows the influence of headwinds on SAR, for
a LRC cruise segment at different altitudes. The chart illustrates how it is
possible to estimate if a cruise altitude change would be beneficial.
In this specific example, in order to maintain the original SAR of 0.1300 nm/lb
fuel planned for FL210, zero wind, an unpredicted headwind of 25 kt would be
alleviated by climbing to FL230 .
Or, reading left to right in the chart, the same SAR of 0.1300 nm/lb can be
achieved if climbing to FL250 with a 50 kt headwind.
6.2Performance Monitoring
6.2FLIGHT MANAGEMENT
Whenever possible and safe, shorten the approach procedure. When prac-
tical and permitted, the flight crew can choose to fly a visual approach in
order to save both time and fuel. Properly programming the FMS and aligning
the descent with the approach will also help reducing the fuel burn.
A decelerated approach (low noise, low drag) can lower fuel consumption
and reduce noise. Keeping the aircraft clean, delaying flap and gear selec-
tions will help increase the fuel savings.
6.4Tankering
For each type of operation, especially for return routes, a specific tanker/
transport coefficient should be derived. Using route analysis or flight plan-
ning software, it will be easy to determine the ratio of fuel price at the origin
airport compared to the fuel price at the destination airport, and whether it
is economical to transport (tanker) fuel. This data can be further refined to
determine the optimal tankered fuel quantity.
15 34 nm savings on approach due to RNP capabilities can equate to roughly 180 lb of descent/
approach fuel. Assuming a block fuel of 2610 lb, this equates to 6.9% total savings.
Q400 Fuel Efficiency Manual 39
MAINTENANCE
Q400 Fuel Efficiency Manual 40
7.1Airframe Maintenance
7.1MAINTENANCE
The following represent items with the highest potential to have a negative
impact on aerodynamic performance and therefore on fuel efficiency:
rough surfaces
paint condition
dents, blisters, gaps
surface mismatches
door seals, panel seals and wheel well doors
fairings, engine nacelle
flight controls rigging
dirt, oil leaks, other contamination
airframe asymmetry (following ground or other impacts)
7.2Engine Maintenance
Monitoring engine performance allows for the determination of fuel con-
sumption degradation. This will help in determining the savings expected
from maintenance performance improvements versus the cost to perform
these activities or refurbishments. All these aspects should be reviewed in
detail with the engine manufacturer.
16 Airframe components include but are not limited to doors, panels, flight control surfaces, fairings,
seals, engine nacelle, etc.
17 AEWG improvements since 2005 can be found on www.iflybombardier.com
Q400 Fuel Efficiency Manual 41
FOD
dirty compressor
shroud rubbing
HP and LP turbine blade increased tip to shroud clearances.
The LPC1 rotor should be examined for leading edge foreign object
damage and erosion. In situ repairs may be carried out in accordance
with approved manuals
Perform a performance recovery wash on a routine schedule
Engine shop visit for HSI or overhaul will re-establish the proper
clearances and parts condition to improve on engine performance
hence lower fuel burn.
The Master Minimum Equipment List (MMEL) allows for higher dispatch
reliability. However, some of the MMEL items have significant impacts and
impose additional restrictions on flight planning (either altitude, temperature,
speed or weather limitations). These limitations bring fuel consumption pen-
alties by not allowing optimum flight planning, for example by not flying at
the optimum altitude, or by having to fly above/below/around icing condi-
tions. In the context of maximizing fuel efficiency, these MMEL items should
be fixed or replaced as soon as possible:
allows the airplane to be operated with certain missing parts that cause
a performance degradation or limitation. In the context of optimum flight
planning and fuel efficiency, the following should be replaced as soon as
possible:
CONCLUSION
Q400 Fuel Efficiency Manual 46
F!
uel efficiency is very important and there are many ways of improv-
8.0CONCLUSION
The data presented in this manual are for illustration and not subject
to regular revisions. They are not intended to replace or amend any data,
procedures or recommendations presented in the AFM or AOM. For oper-
ational use and flight planning, always refer to Q400 AFM, AOM and Cost
Index Data.