I don't at all agree with the current fuel ideas within our company. Having said that the best way to show them its wrong is to do exactly what they want and watch it turn to ****e, as it does/has.
Most people ignore policy and the guru's walk around patting them sleves on the back. It is quite strange really.
Folks,
And this works, as anybody working for QF in the early days of the "flyspot" charts can testify.
During a particularly heated period of "discussion" on the topic of "surplus fuel" (oil price shock, Part 2) a bunch of Captains made the point by carrying "flight plan fuel" to EGLL during northern winter.
Sticking strictly to "company policy", one 742 took three days and an overnight to get from Singapore to London. There were numerous en-route diversions, aeroplanes winding up in London/Gatwick, Prestwick, Manchester, Amsterdam, yada yada yada. with crews out of hours.
Costs (not to mention customer delay dissatisfaction complaints) went through the roof. A fuel stop ar EDDF is not a cheap exercise.
Surprise, surprise, a "slight reemphasis" on the matter of fuel orders followed.
As a matter of interest, not mentioned here is the ICAO recommended fuel requirements, and please remember, ICAO "30 min. fixed final reserve" is not holding fuel, it is fuel to make certain the engines are still running at touchdown.
Tootle pip!!