Fuel economy and pilots reward.
Join Date: Apr 2013
Location: Brussels
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Some guys ...
Some guys are always late, are always landing with 2 times the fuel needed, are always spending 500 kg more during approach, are always descending with speedbrakes to add power later, are always established 15 miles final level flight with flaps and thrust ... (I stop here)
Without reducing the fuel on board, good technique of low drag low noise, asking for shortcut and having enough skills to perform visual, using reduced take-off thrust save already a lot of money.
Gameboy pilots are maybe not suitable for this job anymore.
If you return to the basics, flying with energy in mind, it's the best way to save fuel, time and money without doing any favor regarding the safety.
Personnally I save more than my salary every month in fuel only without compromising the safety anywhere.
What do you think ?
Without reducing the fuel on board, good technique of low drag low noise, asking for shortcut and having enough skills to perform visual, using reduced take-off thrust save already a lot of money.
Gameboy pilots are maybe not suitable for this job anymore.
If you return to the basics, flying with energy in mind, it's the best way to save fuel, time and money without doing any favor regarding the safety.
Personnally I save more than my salary every month in fuel only without compromising the safety anywhere.
What do you think ?
Join Date: Apr 2013
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Energy -
I think it's the difference between a captain internally motivated to find limitations, find efficiencies, mitigate risk, understand what he his doing vs the sort that 'just shows up' to collect a paycheck, happy to be doing what they are told, not making any decisions, happy to not have any responsibility.
I think it's the difference between a captain internally motivated to find limitations, find efficiencies, mitigate risk, understand what he his doing vs the sort that 'just shows up' to collect a paycheck, happy to be doing what they are told, not making any decisions, happy to not have any responsibility.
Join Date: Jun 2002
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...that the fuel truck will probably levy a minimum delivery charge...
The trouble is, if you need fuel - you need it!
But to date, the easiest way I've found to save fuel is to board early so you can depart early. Then you can tip-toe all the way to your destination.
PM
Join Date: Nov 2007
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I think you will find this uses more fuel.
In "my" company, they keep tabs on previous flights (up to a year or so previous) and plan the flight with minimum fuel based on the amount used on those previous flights with a 1 or 10% change of having to divert. (1 or 10% depend on certain things like runway availability etc)
This takes into account a lot of things, like peak times, seasonal variance, available routings. They calculated that if those 1 or 10% actually divert, it is still cheaper then carrying extra fuel on all flights to try and avoid those diversions.
Of course it doesn't take into account the actual weather on that day and captains (crews) are told to think for themselves and extra fuel is never ever (not even in the extreme a ton extra for mom cases) questioned.
A page back somebody asked would somebody fly to FRA on a minimum flightplan fuel? Yes I would on a good weather day. Delays due to peak traffic is already taken into the fuelfigure and if I ran into a unforseen problem, I simply divert..
(Have not been forced to divert for 10 years now flying in Europe due too this policy actually working plus sensible thinking)
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Ask me to fly around on fumes, I will ask you what you are doing to save money in the company.
Sure, we all have to do what we are told, but It wouldn't bother me to land at some off field, gas up on retail fuel and tell the powers that be that the winds changed, destination wx.
Now we are really saving money.
Sure, we all have to do what we are told, but It wouldn't bother me to land at some off field, gas up on retail fuel and tell the powers that be that the winds changed, destination wx.
Now we are really saving money.
Recently had a chat with my chief pilot and one of the things that came up was fuel and the carriage thereof. Slightly surprisingly, he asked me not to worry if I felt more was necessary and that he would be happier if I put it on than not.
The issue was more with those who just routinely added fuel without taking anything else into account. We are paid to manage the operation in a safe and efficient way - it is quite possible much of the time to do both on normal flightplan fuel, if you are prepared to expend a little mental energy. To add "for mum" or "just because" smacks of laziness and, dare I say it, unprofessionalism.
The issue was more with those who just routinely added fuel without taking anything else into account. We are paid to manage the operation in a safe and efficient way - it is quite possible much of the time to do both on normal flightplan fuel, if you are prepared to expend a little mental energy. To add "for mum" or "just because" smacks of laziness and, dare I say it, unprofessionalism.
Join Date: Jun 2011
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Fuel not used
In 1951 I was employed as a pilot to do Army-Co-operation flying from Liverpool, flying Austers, Miles Whitney Straight, Gemini or Rapide aircraft as required. The tasks involved flying around one of a designated triangular routes each taking 15 or 20 minutes - and to do this for an hour or two. We were supposed to fly at 200 mph ( a little difficult with almost any UK civil aircraft of this era !)
I also flew an early DC3 with its Starboard passenger door, on freight flights across the Irish Sea with papers, plumbs or meat. ( No type rating required in freight flights, but I could learn how to work the U/C.)
Some Austers were placarded with "Maximum Speed 200 mph" and a "Stall Speed of 28 mph" just above my head. I suspect that when the Company had quoted for the job, no pilot had been asked. ( Had I been asked why I took so long to get around the triangle, I hope that I would have explained about headwinds, on each leg !)
I was to fly the Rapide at dusk, near Blackpool. After a bit I noticed that the Port exhaust was glowing rather red. With very limited experience of Rapide night flying, I was uncertain. I could not see the Starboard exhaust to see if it was the same colour...
I throttled back the Port engine until the exhaust was dark enough, although still giving some power.
This was all in the Blackpool airfield area, so if necessary I COULD have diverted. On completion of my hours, I returned to land at Liverpool. I was asked " Why did you only refuel the Port engine ?"
A few days later I had to " sign - out" the 1179 form for the Chief Pilot, my Employer and the Owner of the Rapide ( just one person !).
I do not remember whether my "Briefing" mentioned MY fuel consumption.
I had a total of some 400 hours flying all told, including having had to C of A one Auster.
Few of the remaining Rapides probably fly at night, any more.
My Rapide Type Rating has lapsed, too.
The Artillery called this " DRY SHOOTING". We were never shot down. Our speed ( or lack of it ) may have helped.
LT
I also flew an early DC3 with its Starboard passenger door, on freight flights across the Irish Sea with papers, plumbs or meat. ( No type rating required in freight flights, but I could learn how to work the U/C.)
Some Austers were placarded with "Maximum Speed 200 mph" and a "Stall Speed of 28 mph" just above my head. I suspect that when the Company had quoted for the job, no pilot had been asked. ( Had I been asked why I took so long to get around the triangle, I hope that I would have explained about headwinds, on each leg !)
I was to fly the Rapide at dusk, near Blackpool. After a bit I noticed that the Port exhaust was glowing rather red. With very limited experience of Rapide night flying, I was uncertain. I could not see the Starboard exhaust to see if it was the same colour...
I throttled back the Port engine until the exhaust was dark enough, although still giving some power.
This was all in the Blackpool airfield area, so if necessary I COULD have diverted. On completion of my hours, I returned to land at Liverpool. I was asked " Why did you only refuel the Port engine ?"
A few days later I had to " sign - out" the 1179 form for the Chief Pilot, my Employer and the Owner of the Rapide ( just one person !).
I do not remember whether my "Briefing" mentioned MY fuel consumption.
I had a total of some 400 hours flying all told, including having had to C of A one Auster.
Few of the remaining Rapides probably fly at night, any more.
My Rapide Type Rating has lapsed, too.
The Artillery called this " DRY SHOOTING". We were never shot down. Our speed ( or lack of it ) may have helped.
LT
Last edited by Linktrained; 9th May 2013 at 15:40.
