PLEASE NOTE, since my last post i havent read any other replys....
I dont exactly know how to put into words i do my job but a fellow name Jeremy who is a spectator on this board (not a member) was kind enough to back me up on this subject. He understands exacly what im talking about and probably works just the same as i do.
BTW jeremy, i do the BAE-146 (very old aircraft and the gauges are always messed up) and the CRJ-200...
This was emailed to me from Jeremy. Thanks for putting it into words like i couldnt.
I cannot post to the forum as i do not have an account but if you would like to post this you may. While everyone is quick to "grill" somone, many never stop to think of all of the legalities and repsoinabilities that also go into our job. Everyone may say fuel it to the numbers of the release, well i can name quite a few times that should not be done. For clarrification anything related to or about any airline is just my view/opinion and should not be taken to court. I am not sure what different types of a/c you fuel so I will fill in some of the gaps just in case. CRJ series mostly the 100 and 200 series are very bad for gauges rolling. Everday i always add an extra 250lbs to the planned fuel load to compensate for this error. Quite a few times i have to go out on a limb because one of the ord flights has a ground hold, apu is running and the flight crew nowhere to be found. So I end up adding fuel for apu burn while also trying not to overfuel the aircraft just in cas!
e the ground hold gets lifted early. I do not have to do that, i could have fueled the aircraft to the numbers, and had to have refueled it a second time while possibly taking a flight delay in the process. I have been fueling for a little over 3 years and have down pat almost all commercially flown aircraft and from all of the flight crews that i have talked to, almost every single one will want a little bit extra.
Of course there will be a few oddballs in the bunch that will try to fuss over 10 lbs but thats life to me. I had a running with a crj pilot concerning fuel within my first 2 months of fueling. The situation was that when the aircraft was to land in mem, the airport would have just closed 5 minutes prior for runway cleaning. Due to the short hop it is to mem they had a very low fuel load, one that you would expect in mid summer with no weather, and i was asked by the ground crew to check with the pilot to see if he wanted to add any fuel so that he could do some sightseeing before landing in mem. i asked nicely and explained my reasoning and was yelled at and cussed in front of the pax that were deplaning at the time. He screamed to fuel it to the fuel slip and i told him okay and was just passing along the message and fueled it to the numbers. Well, the flight ended up diverting due to not having enough fuel to loiter above mem for 1/2 hour. So not all times are the planne!
rs perfect. This is not a perfect world and will never be.I do have to say that i like UAL's fueling paperwork, letting the fuelers know if the aircraft is pushing it weight wise. One good instance of a fueler speaking up, this happened a few years ago when an a300 was coming out of maintenance and was going back to JFK
. Fueler was given the fuel load but knew that it was not enough to make it to jfk. He fueled it to the numbers, but he brought it to the pilots attention that the fuel load was too low and the pilot told him just exactly what i have read in this forum, that he did not know what he was doing and should keep his mouth shut. Fueler did just that. Well, oh about 30 minutes later here comes that same A300 coming back to the airport on low fuel requesting priority due to almost no gas. For some people reading this heres a good note for you. If you are so worried about the fuel, then why are we allowed to consider anything below 300lbs in the center tank on UAL's 73!
7's as 0 lbs? Any pilot i have talked to would rather be a few pounds over than a few pounds under. And one note to all of the armchair pilots or the equiv., yes there are some careless fuelers but there are also a lot of us that know what we are doing and we take our jobs seriously. Please note that every situation is different but many of us do take in all of the considerations and are aware of our actions. Especially with this day in age where the airlines are trying to cut money by not loading up as much fuel as the older days, but operational considerations have to be thought about and took care of. For instance on one DTW
i fuel the fuel load is so close that if the apu is running they will not have their required amount at takeoff so it is a neccessity to barely overfuel it.And as you (Bobs89irocz) said the larger the aircraft the more the little bit extra is, that is correct. The 747 apu on some of the older series burns almost 1000 lbs of fuel an hour. Its safe to s!
ay the larger the aircraft the more the engines and apu are going to burn and that needs to be took into consideration by many people in the forum. I can think of many other instances to recollect on, but this is longer than I expected so good day and hope this helps you out. -Jeremy
ps. sorry fo this being so long but i felt i needed to get in a few good points to help out a fellow fueler getting bashed for looking out for someone."
Jeremy is right, you guys forget that the APU burns alot of fuel. On the CRJ-200 it burns 165lbs an hour. That is about all i go over. When an aircraft like the CRJ can fly with 50 pax on board and a 14,000lbs fuel load what is the difference if i give him 7300lbs instead of 7000lbs? Its not like i do that because i dont but think about it.........is the 300 lbs THAT much of a difference for me to loose my job over? If so, get a life and come to reality. I dont mind loosing my $8.50 an hour job. Find someone else that will be loyal to the company and airline on that wage. The ONLY reason i do this is because im around airplanes......the ONLY reason. I dont need the money, or even a job. I just want to be around planes. Just try and find a fueler that is worth anything on this wage. I work with A LOT of guys that can barely speak english or drive a truck (tanker....5000 GALLONS to 15000 GALLONS).