surfing: Well, arrivals from JFK can load up (BGI is different, very little opportunity to carry extra). Whether you do or not is down to the same judgment (luck) as any other type - s'easy to be caught out, but just like any other type, you can burn your extra in the hold then its cards on the table time - no difference there.
What *is* different is the post-hold bit. 320kts is min-drag at landing weight, and any less piles up the drag (hence fuel flow). By 210kts the wing is really biting the breeze, and below 190kts the fuel flow is almost what it is at 1150kts. Speed can be more important than track miles for that reason.
Eye: Slot swaps (as I know you know!!) go on all the time. As long as they remain within the same company, its all fair - a flexible way of managing resources as long as it doesn't inconvenience anyone else. All the hardware and fuel is owned by the same company - it makes sense for the company to optimise the way they are used.
O/Load: A rule of thumb is that about 25% of range is lost by decelerating from M" to subsonic cruise - 33% if you do it on 3 engines.
Inbound for a subsonic cruise segment, we reduce the rate of descent at about F410, go subsonic, and descend to F370 at M0.95 to maintain. You'll see the ROD drop off around F410 - that's about the M1 point.
If you see a good solution to the routing issue - have a go at suggesting it; I'm sure it would be in all our interests to sort that one out. Let me know how you get on.
You're more than welcome - its been very interesting talking to you guys - I'd like to think we could get more face 2 face meetings organised, like latcc visits and fam. rides etc. - we work too closely to let misunderstanings develop, eh?
Thanks for the atc input - it is much appreciated (and your very professional handling of our aircraft, too - I know the fleet appreciates it both here and equally in the US).