it's 25 kg in a 737NG. A bird strike at 300 kts is a bit more expensive than 25 kg of fuel. Having to pull 3 g to avoid a lost piper cub at 3000 ft and 300 kts is not good either.
Want to save fuel?
-ask your dispatcher to make sure CG is not too far forward.
-takeoff with less flaps, conditions permitting.
-keep airplane's takeoff config for early turns after takeoff, or flaps up speed for big turns after accel ht.
-do not use reduced climb.
-ask for off airway direct routings, if possible and safe.
-use a-p
-keep airplane properly trimmed, especially rudder.
-make good use of engine anti ice.
-use fmc computed speeds for the majority of the time.
-give the fmc as much info as you can, regarding temp and winds.
-make sure you've entered the correct CRUISE CG, so that your speed tapes display correct maneuver margins AND MAX ALT is not erroneously low, we've got ex Easy Jet 737NGs and it seems CAA requires a default value of 8% CG in perf init. I keep changing that, but some pilots disregard that completely.
-During cruise, use the recirc fan even if itīs noisier (I do not comply with this one in the older ex Virgin Blue planes that donīt have the vortex generators).
-try to stay within +/- 1000 ft from optimum alt.
-Use delayed flap approach whenever possible.
-Use flaps 30 for landing.
-Make a correct use of thrust reversers.
-shut down one engine for long taxiing after cooling, conditions permitting.
-make a good use of apu.
Last edited by sudden Winds; 9th Sep 2012 at 22:08.