Airbus cost index and LRC
Thread Starter
Airbus cost index and LRC
Can someone confirm that setting LRC in the A320 /321 requires reference to the LRC tables and manual setting of a specific Mach number that will vary as the weight decreases, rather than setting of a specific Cost Index.
I understand cost index 0 is max range and cost index 999 is min time but we never refer to LRC in our company documents except for some non normal ops.
The 2008 “Getting to grips with Cost Index” doesn’t appear to discuss LRC at all.
Thanks in advance.
I understand cost index 0 is max range and cost index 999 is min time but we never refer to LRC in our company documents except for some non normal ops.
The 2008 “Getting to grips with Cost Index” doesn’t appear to discuss LRC at all.
Thanks in advance.
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Does this help? PRO-NOR-SRP-01-50 P 15/16
COST INDEX FOR LONG-RANGE CRUISE
The flight crew can use the table below to find an approximate Cost Index value that is calculated for cruise at long-range cruise speed. This value is valid for CRZ FL = OPT ALT ± 1 000 ft.
ENGINE / CILRC kg/min / CILRC 100 lb/h
CFM 56-5-A1/A3 45 60
CFM 56-5-A4/A5 40 55
CFM 56-5-B1/B2/B3 65 85
CFM 56-5-B4 (A321) 65 85
CFM 56-5-B4 (A320) 55 75
CFM 56-5-B4/P 25 35
CFM 56-5-B5/B6/B7 25 35
CFM 56-5-B5/2P CFM 56-5-B6/2P CFM 56-5-B7/2P 30 40
CFM 56-5-B8/B9 15 20
CFM LEAP-1A 40 55
PW6122/PW6124 20 30
PW1100G-JM 40 55
V2500-A1 45 60
V2522-A5/V2524-A5/ V2527M-A5 50 70
V2530-A5/V2533-A5 50 70
V2527-A5/V2527E-A5 40 55
COST INDEX FOR LONG-RANGE CRUISE
The flight crew can use the table below to find an approximate Cost Index value that is calculated for cruise at long-range cruise speed. This value is valid for CRZ FL = OPT ALT ± 1 000 ft.
ENGINE / CILRC kg/min / CILRC 100 lb/h
CFM 56-5-A1/A3 45 60
CFM 56-5-A4/A5 40 55
CFM 56-5-B1/B2/B3 65 85
CFM 56-5-B4 (A321) 65 85
CFM 56-5-B4 (A320) 55 75
CFM 56-5-B4/P 25 35
CFM 56-5-B5/B6/B7 25 35
CFM 56-5-B5/2P CFM 56-5-B6/2P CFM 56-5-B7/2P 30 40
CFM 56-5-B8/B9 15 20
CFM LEAP-1A 40 55
PW6122/PW6124 20 30
PW1100G-JM 40 55
V2500-A1 45 60
V2522-A5/V2524-A5/ V2527M-A5 50 70
V2530-A5/V2533-A5 50 70
V2527-A5/V2527E-A5 40 55
Thread Starter
Ive never understood this table even though I have seen it. Tthey're not saying, as far as I can understand, that we set a cost index 40 for LRC because from what I can see in my case using the IAE 2527 engines the value of 40 is representative of 40 kg/hour not a cost index of 40. I’m obviously missing something.
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You can use a cost index, but it will depend on flight level and weight.
Airbus‘ document „Getting to grips with the cost index“, appendix 6, has some diagrams for LRC cost indices.
Airbus‘ document „Getting to grips with the cost index“, appendix 6, has some diagrams for LRC cost indices.
Thread Starter
So I've looked at that graph but it still doesn't make sense to me (I'm looking at the version II 1998 appendix 6) it shows at the bottom of that graph that "Cost Index = KG per minute" and that we would potentially have 8 kg per minute burn for LRC which is clearly not correct aws that would only be 480 kgs per hour. Obviously I am missing something in the interpetation of this chart but I don't know what it is.
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CI is price of kg of fuel devided by price of minute of flight. Setting CI 25 you say to an aircraft "Hay man, price of 1 minute is the same as price of 25 kg of fuel. Set such speed to save as mach money as you can". CI is not about fuel, it is about money.
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No.
What you see in the table is the approximate CI that equates to LRC.
The unit of CI being kg/hr (metric) or 100 lb/hr (imperial).
Agreed that adding the unit only leads to confusion.
ref: GTG a/c perf
What you see in the table is the approximate CI that equates to LRC.
The unit of CI being kg/hr (metric) or 100 lb/hr (imperial).
Agreed that adding the unit only leads to confusion.
ref: GTG a/c perf
Last edited by OPEN DES; 3rd Mar 2020 at 05:29.
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Simple: just insert the CI of the LRC.
Most airlines fly a CI lower than the one associated to LRC, somewhere between LRC and MRC. LRC is actually a speed increase and range reduction in many cases.
Otherwise LRC continues to be a concept used in planning stage for driftdown, decompression, ETOPS/EDTO.
Most airlines fly a CI lower than the one associated to LRC, somewhere between LRC and MRC. LRC is actually a speed increase and range reduction in many cases.
Otherwise LRC continues to be a concept used in planning stage for driftdown, decompression, ETOPS/EDTO.
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Ok cool, our company’s A320’s have the VA2527-5A engines and from my understanding of that table, as long as we are 1000 feet +/- from the optimum level we can adjust and find an approximate cost index value for LRC which in turn will give us 40kg/min for this engine type, correct?
