A320 Go-Around Fuel 2nd approach.
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A320 Go-Around Fuel 2nd approach.
I'm relatively new on the A320, so hence this question.
Assuming I was landing at Max landing weight 64.5K, CFM engines and a go-around was executed at DA. How much fuel would I require approx, to climb straight ahead to 2000ft and manoeuvere for a 10 mile final for a second ILS assuming ISA+10 flight conditions.
If there are any TRI/TRE's who could answer this question it would be mightily helpful.
Assuming I was landing at Max landing weight 64.5K, CFM engines and a go-around was executed at DA. How much fuel would I require approx, to climb straight ahead to 2000ft and manoeuvere for a 10 mile final for a second ILS assuming ISA+10 flight conditions.
If there are any TRI/TRE's who could answer this question it would be mightily helpful.
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Hi C152R,
My old Flight Planning diversion fuel tables show diversion fuel for 40 air miles, climbing to FL 100 using 522 kgs and taking 12 mins.
60 miles = 676kgs / 16 mins. Correction = +20 kgs for 65 tons. The table shows approx extra 40 kgs for every extra 1 min of cruise time.
Only climbing to 2,000 ft would use more.
For Engine Out: Assume it takes 3 mins to climb to 2,000 from DA (700 ft per min ROC) & 1 min to accelerate (4 mins Distance about 12 miles @ 3m/min)
1 min to turn downwind (3 miles), 3 mins to fly abeam touch down, 3 mins to 10 mile final (22 miles), 1 min to turn onto final (3 miles), 4 mins to touchdown (10 miles) 16 mins total / 50 miles.
I'd guess you'd use 522+20 (weight correction) +160 (time correction)
Total = about 700 kgs.
For both engines operating: Climb to 2,000, accelerate to clean about 1 min (3 miles).
Similar flying pattern to above gives time = 11 mins / 32 miles.
So something less than 542 kgs (say 500 kgs).
My old Flight Planning diversion fuel tables show diversion fuel for 40 air miles, climbing to FL 100 using 522 kgs and taking 12 mins.
60 miles = 676kgs / 16 mins. Correction = +20 kgs for 65 tons. The table shows approx extra 40 kgs for every extra 1 min of cruise time.
Only climbing to 2,000 ft would use more.
For Engine Out: Assume it takes 3 mins to climb to 2,000 from DA (700 ft per min ROC) & 1 min to accelerate (4 mins Distance about 12 miles @ 3m/min)
1 min to turn downwind (3 miles), 3 mins to fly abeam touch down, 3 mins to 10 mile final (22 miles), 1 min to turn onto final (3 miles), 4 mins to touchdown (10 miles) 16 mins total / 50 miles.
I'd guess you'd use 522+20 (weight correction) +160 (time correction)
Total = about 700 kgs.
For both engines operating: Climb to 2,000, accelerate to clean about 1 min (3 miles).
Similar flying pattern to above gives time = 11 mins / 32 miles.
So something less than 542 kgs (say 500 kgs).
Last edited by Goldenrivett; 27th Feb 2017 at 09:20. Reason: typos & realisation OP's Q was for both engines operating
I'm on the higher landing weight 320 with IAE's and I wouldn't expect 400kgs unless it were a visual circuit at 1500 feet, perhaps I'm too conservative though.
I would have thought for the sort of circuit you're talking about 600kgs would be more in line.
I would have thought for the sort of circuit you're talking about 600kgs would be more in line.
I'm relatively new on the A320, so hence this question.
Assuming I was landing at Max landing weight 64.5K, CFM engines and a go-around was executed at DA. How much fuel would I require approx, to climb straight ahead to 2000ft and manoeuvere for a 10 mile final for a second ILS assuming ISA+10 flight conditions.
If there are any TRI/TRE's who could answer this question it would be mightily helpful.
Assuming I was landing at Max landing weight 64.5K, CFM engines and a go-around was executed at DA. How much fuel would I require approx, to climb straight ahead to 2000ft and manoeuvere for a 10 mile final for a second ILS assuming ISA+10 flight conditions.
If there are any TRI/TRE's who could answer this question it would be mightily helpful.
Why did you want a tri/tre to answer your question?
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Not a trainer, however, 400 kgs would be only sufficient for a direct visual circuit back, which is usually not possible. For the normal pattern of missed approach, vectors around the airport and a new approach i would expect at least 600kgs.
I normally plan for 700 kg fuel for a second approach. I was based at LGW a few years and was on occation asked by ATC to go around due seperation. The burn was around 700 everytime.
But then - this was being vectored back and not an immediate return.
12 years Airbus experience - just a normal line captain :-)
But then - this was being vectored back and not an immediate return.
12 years Airbus experience - just a normal line captain :-)
Largest I've had was at Nice 22 that was over 1000kgs. Least is 400kgs or so but we were very light and it was only 9 minutes from go around to landing with quite a tight radar vectored circuit to an 8 mile final.
All else being equal after a missed approach due e.g. runway occupied, would you normally prefer a quick visual circuit to land or less hurried radar circuit back to 10 nm final?
Radar vectors would be preferable as the workload would be lower and it would give a chance to make a PA etc to the passengers. That being said though, if fuel is tight, you might need to make a visual circuit in order to maintain the option of a diversion with a landing above final reserve should you go around again.
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700 kg from a GA at the minima and full ILS recovery (up to ~ 40 track miles) is a good figure.
Conservative 500 kg for a visual circuit (start of take-off to landing) using standard Airbus SOPs. Can come down to 400 kg if the crosswind turn is expedited.
Hope that helps
Conservative 500 kg for a visual circuit (start of take-off to landing) using standard Airbus SOPs. Can come down to 400 kg if the crosswind turn is expedited.
Hope that helps
Only half a speed-brake
Same experience here.
In 2012 I managed to jumpseat 102 base traninig circuits, being the 3rd set of eyes and running the paperwork. The fuel used for one single circuit is 350 kgs. Conditions:
. A319 empty with median 8t of fuel (TOW approx 50 t)
. TOGA takeoff, turn downwind at 600 ft
. downwind leg at 1500 AAL in 1+F
. base inside 4 NM from THR
My conclusion is that when flying the line 400 kgs for G/A is not achievable. The least thirsty was one in LCA, with an immediate turn and VIS from 2000 to come back, 440 kgs as per FDM records. Gods were smiling there, probably well amused by how I mismanaged the first approach.
Average 600/700 over about 7 events for which I managed to get FDM readouts.
An eye-opener was A321 close to MLW in Greece, where due to turn speed restrictions 1+F was kept, and boy, 1100 were gone by the time we had reached the off-field holding fix. ATC procedural control - marked on my awareness list from that day on.
In 2012 I managed to jumpseat 102 base traninig circuits, being the 3rd set of eyes and running the paperwork. The fuel used for one single circuit is 350 kgs. Conditions:
. A319 empty with median 8t of fuel (TOW approx 50 t)
. TOGA takeoff, turn downwind at 600 ft
. downwind leg at 1500 AAL in 1+F
. base inside 4 NM from THR
My conclusion is that when flying the line 400 kgs for G/A is not achievable. The least thirsty was one in LCA, with an immediate turn and VIS from 2000 to come back, 440 kgs as per FDM records. Gods were smiling there, probably well amused by how I mismanaged the first approach.
Average 600/700 over about 7 events for which I managed to get FDM readouts.
An eye-opener was A321 close to MLW in Greece, where due to turn speed restrictions 1+F was kept, and boy, 1100 were gone by the time we had reached the off-field holding fix. ATC procedural control - marked on my awareness list from that day on.
Last edited by FlightDetent; 13th Mar 2017 at 07:31.
