ORDagent From United States of America, joined Dec 2003, 823 posts, RR: 1 Posted (4 years 6 months 3 weeks 10 hours ago) and read 2339 times:
So if I'm a commercial airline pilot am I monitored for fuel usage? I'm assuming there are standards the airlines set for a specific route. Can a pilot be called to task for his uneconomic flying? Is it part of the revue process?
It depends on the airline but, generally, yes. They're typically more interested in the airplane's fuel usage, not so much the pilot, because fuel burn trends by airframe are good indicators of a building drag or engine problem. Also, you need to know the fuel burn correction for each aircraft to put in the FMC for route planning, and that changes with time.
WILCO737 From Greenland, joined Jun 2004, 8761 posts, RR: 77 Reply 3, posted (4 years 6 months 3 weeks 5 hours ago) and read 2230 times:
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Quoting ORDagent (Thread starter): So if I'm a commercial airline pilot am I monitored for fuel usage? I'm assuming there are standards the airlines set for a specific route. Can a pilot be called to task for his uneconomic flying? Is it part of the revue process?
Basically we can take as much fuel as we pilots want to. But of course if you always take 10 tons of extra fuel with you, then I am sure at one point the company will ask: why? If you always have good reasons, then nobody can do anything about it. But every pilot should think twice on how much fuel he takes with him. There are the required minimum fuel figure you have to have on board before leaving the gate.
We have a statistic how many flights needed more fuel than the calculated. Basically: how many flights needed contingency fuel or even extra fuel. It is a statistic value, so some flights needed more and some needed less. There are some routes where you know from experience where you usually need a tad more fuel due to arrival delay.
Tdscanuck From Canada, joined Jan 2006, 12709 posts, RR: 81 Reply 4, posted (4 years 6 months 2 weeks 6 days 21 hours ago) and read 2160 times:
Quoting AirframeAS (Reply 2): Doesn't that also depend on the hours that the engine has? One engine does not exactly burn or have the same consumption rate as another engine of the same type.
Yes. You need to trend by each engine (and by airframe), since the starting value will vary from engine to engine. The absolute number isn't as interesting as what it's doing over time, although if the actual value is way out of range that may mean something more wrong that just wear.
The drag of the airframes will be different.Bad fitting doors, loose flap seals, scab patches etc will add to the drag. Also the weight will increase over the years as dirt accumulates. Many years ago we had a VC10 which used more fuel than the average. It was weighed and found to be 300kg heavier than its last weigh. The sound proofing blankets in the freight holds had been fitted upside down with the drain holes at the top, and they were full of water.
Tdscanuck From Canada, joined Jan 2006, 12709 posts, RR: 81 Reply 7, posted (4 years 6 months 2 weeks 6 days 18 hours ago) and read 2113 times:
Quoting AirframeAS (Reply 5):
Why by airframe? Isn't engine king when doing this since the airframe doesn't do much other than fly?
Because the fuel burn factor that goes in the FMC is a composite of the engine and the airframe performance. You need to be able to separate the two. Aircraft drag tends to rise over time as repairs get applied, seals wear, potting compounds come out, etc.