Fuel saving
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Fuel saving
It seems that XXX have had an appalling fuel saving record over the years. Indeed, with a barrel of oil costing around $130, they've only just started telling crews to save fuel.
First question: how do other airlines save fuel? Which methods do airlines employ to save fuel?
Second question: How long have airlines (i'm mainly thinking of airlines in UK) been saving fuel? I imagine someone like Ryanair having saving fuel since the dawn of time.
Cheers
CJ
First question: how do other airlines save fuel? Which methods do airlines employ to save fuel?
Second question: How long have airlines (i'm mainly thinking of airlines in UK) been saving fuel? I imagine someone like Ryanair having saving fuel since the dawn of time.
Cheers
CJ
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1) cost index, justification of extra fuel above a certain threshold. Tankering when appropriate, cleaning the aeroplane, aft CofG................
2) A very long time
2) A very long time
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Fuel saving
One of the best ways to save fuel is to maintain the speed at the appropriate number for your weight and cruising level by reducing thrust until you can step climb as soon as able. Plan the descent to give the best glide distance before having to dirty up for the approach, and all those other things that FE Hoppy mentioned.
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On our A320s:
1) Dispatch bent, old, fuel thirsty tail numbers to closer destinations, when possible.
2) Removed unused galley carts and ovens.
3) Cut back on seatback magazines.
4) Empty Lavs on every turnaround, service water to 50% on shorter flights.
5) Single Engine Taxi, out and in.
6) No APU on taxi in, leave engine running until ground power applied, follow wtih ground air.
7) Strict adherence to a very low cost index.
9) Directional pushbacks, and delay engine start until towbar almost disconnected.
10) Lower contingency fuel
11) Cargo heat off/cold unless its needed.
12) Think twice and three times about speed brake usage.
13) Autobrakes with idle reverse.
14) Generate aditional idle path descents, after "recruising" the Airbus FMGS.
15) Pay close attention to fixing performance related MELs (packs, fairings, etc)
I'm sure there's more but that's all I can think of at the moment.
1) Dispatch bent, old, fuel thirsty tail numbers to closer destinations, when possible.
2) Removed unused galley carts and ovens.
3) Cut back on seatback magazines.
4) Empty Lavs on every turnaround, service water to 50% on shorter flights.
5) Single Engine Taxi, out and in.
6) No APU on taxi in, leave engine running until ground power applied, follow wtih ground air.
7) Strict adherence to a very low cost index.
9) Directional pushbacks, and delay engine start until towbar almost disconnected.
10) Lower contingency fuel
11) Cargo heat off/cold unless its needed.
12) Think twice and three times about speed brake usage.
13) Autobrakes with idle reverse.
14) Generate aditional idle path descents, after "recruising" the Airbus FMGS.
15) Pay close attention to fixing performance related MELs (packs, fairings, etc)
I'm sure there's more but that's all I can think of at the moment.
It seems that XXX have had an appalling fuel saving record over the years. Indeed, with a barrel of oil costing around $130, they've only just started telling crews to save fuel.
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Yes. It's just a small load that the packs don't have to carry, and thus the tiny but apparently measurable fuel savings. Kinda sad we're even talking about it, really. Probably falls under the "desparate measures" category.
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Lots of things are sad these days, but we don't have too many choices. We are always looking for new ways to save, even if it's only drops, so I was wondering what was behind this cold cargo deal. Thanks
rcl
rcl
It seems after a raft of sensible measures, the latest will be landing with a reduced flap setting where perfomance allows. I'm more than happy to assist in saving the planet.
Peace man
Peace man
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A good start would be to contact me or
read and understand TGL44 1.255 and 1.295 1.297
Get a good flight planning system
Review your OM D3 training of ground ops/dispatchers is vital. If you dont do this start now.
Review your SOP's especially the use of reverse thrust on landing, use of the APU, reduce that dead weight ie all those manuals that are carried around. If you added up the weight of manuals for every commercial aircraft in the UK the total would be many tonnes.
Get a class 1 EFB
Use three shire horses to tow the aircraft to the active runway holding point (only joking though green peace may run with this - claim it was their idea)
But, and just a reminder, contact me. I need the work now.
Regards
EM
read and understand TGL44 1.255 and 1.295 1.297
Get a good flight planning system
Review your OM D3 training of ground ops/dispatchers is vital. If you dont do this start now.
Review your SOP's especially the use of reverse thrust on landing, use of the APU, reduce that dead weight ie all those manuals that are carried around. If you added up the weight of manuals for every commercial aircraft in the UK the total would be many tonnes.
Get a class 1 EFB
Use three shire horses to tow the aircraft to the active runway holding point (only joking though green peace may run with this - claim it was their idea)
But, and just a reminder, contact me. I need the work now.
Regards
EM
Last edited by Epsilon minus; 31st May 2008 at 09:39.
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Make every effort to optimise your TOD point, don't just assume the FMC knows best.
Penalty on a 757 averages 8 kg per mile whether you start down too early or too late.
Penalty on a 757 averages 8 kg per mile whether you start down too early or too late.
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Interesting how some pilots have to fly now days in the states: http://flightlevel390..com/2008_05_01_archive.html (Part 1+2) add ******** in between the periods.
Last edited by xxgunnerxx; 31st May 2008 at 22:00.
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wow, somebody should mention all the above to a dlh captain who took 11,500kg fuel for a short dub-Fra hop even tho his flighplan stated a loss of 81 dollars/ton extra fuel! It must have been raining somewhere :-/
John.
John.