Please email me at the address in my profile, and I'll be happy to chat about career stuff...
As far as your fuel question goes, I wanted to clarify the process first, and my usual disclaimer applies, i.e. US Part 121 airline, regs/procedures at your airline/in your country may vary.
Here, the dispatcher (in a centralized office) generates the dispatch release which out of many bits of info to the PIC specifies the minimum fuel load and any recommended fuel load (like for tankering, etc.). The release is transmitted electronically to the local airline ops office, who print it out for the PIC, who, when signing it, is indicating their concurrence with the info within it.
The local station folks also get the fuel load info off the release and use it to fill out the fuel slip for the fuelers (loading info for wing / center tanks, etc.).
Many airlines (if not most) have certain policies about crews adding fuel over what's on the release, and if any of my crews want another couple of thou, I've got no problem with it as long as they call me (not to ask permission, per se, but to give me their reasoning. If it's because of some factor that may have been overlooked in planning, I'm probably going to want to apply that new factor in planning increased fuel to -other- flights.)
All that said, if your fuel slip says xx,000 pounds, and the PIC comes down and tells you to put xx,000 pounds plus another 2,000 pounds, than let him/her have it. If they want another 10,000 over the xx,000, let them have it too. Bottom-line, there's just no reason for you, as a fueler, to get in the middle. If a PIC takes an extra amount of fuel that's exorbitant, he'll may well have to explain themselves to management, especially if that extra fuel results in operational problems or bumped revenue.
One other item, since I may have a fueling audience here, is to not, no, to NEVER decide -on your own- to put more fuel on the aircraft than is called for on the fuel slip. I had a discussion on a.net previously with a gentleman up at ORD
who mentioned that he routinely overfueled aircraft for various reasons, and they were all outside of his purview as a fueler. I handle overweight flights every day, and sometimes because of hot temps, restrictive MEL
items, or high arrival fuel requirements, or combinations of the factors, we have to fine-tune the fuel load very closely so as not to leave anyone behind. A fueler who comes in and independently and arbitrairily throws on another 500-1,000 pounds (or more) negates all the previous fine-tuning, and we now have to take a delay de-fueling (and you know what a pain that is) or removing revenue-paying passengers off the aircraft.
ALL views, opinions expressed are mine ONLY and are NOT representative of those shared by Southwest Airlines Co.