Professional Documents
Culture Documents
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FFligh
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Opeeraatio
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FFuel Guiddance
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Tab
ble of Contents
1.. Introducttion ...................................................................................................................... 4
2.. Preflight ............................................................................................................................ 6
2.1. erences ................................................................................................................ 6
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2.2. Costt Index (CI) ........................................................................................................... 6
2.3. Fuel planning ............................................................................................................ 7
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2.3.1. Extra Fuel .......................................................................................................... 7
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2.3.2. Tankering aand cold soaked fuel frosst .............................................................. 8
2.3.3. Planning w
without a destination alteernate ...................................................... 10
2.3.4. Reduced Co
ontingency FFuel (RCF) prrocedure ................................................. 11
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2.3.5. Policy Fuel ....................................................................................................... 11
2.4. Airccraft loading and takeoff CG ............................................................................. 11
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2.5. FMC
C programming .................................................................................................. 12
2.6. APU
U managemeent ................................................................................................... 13
3.. Start, taxxi and takeofff ..................................................................................................... 14
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3.1. Warrm up ................................................................................................................. 14
3.2.
3.3.
Dep ,I
parture delayys .................................................................................................... 14
Taxii speed ............................................................................................................... 14
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3.4. Cho
oice of deparrture runwayy vs. taxi timees ............................................................ 14
3.5. Flap
p setting on d
departure ....................................................................................... 15
3.6. Red
duced takeofff thrust ........................................................................................... 15
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4.. Departurre and climb ....................................................................................................... 16
4.1. Initiial climb out profile management .................................................................... 16
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4.2. Derated thrust cclimb .............................................................................................. 16
5.. Cruise M
Management ....................................................................................................... 17
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5.1. Costt index vs. Lo
ong‐range crruise ........................................................................... 17
5.2. Lateeral track maanagement ..................................................................................... 17
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5.3. Verttical profile m
management ................................................................................. 17
5.4. Airccraft trim ............................................................................................................ 18
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5.5. Rep
planning .............................................................................................................. 18
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6.. Descent ....................
. ....................................................................................................... 19
7.. Holding ............................................................................................................................ 20
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8.. Approach
h and landing .................................................................................................... 21
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8.1. Basic principles of deceleratted approach
h .............................................................. 21
8.2. p 30 landing ....................................................................................................... 21
Flap
8.3. The cost of a miissed approaach .............................................................................. 21
8.4. Usee of reverse tthrust after laanding ....................................................................... 21
9.. Post fligh
ht reporting ........................................................................................................ 23
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0. Dubai specifics ................................................................................................................ 24
10
111. Common
n pitfalls ............................................................................................................. 27
12
2. Boeing P
P.I.P Package ....................................................................................................... 28
13
3. FAQs & p
projects .............................................................................................................. 29
14
4. Summaryy ......................................................................................................................... 31
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1. Introductiion
The intention off this documeent is to ensure you are iinformed about fuel. It is not intended
to act as a blankket statemen nt, but ratherr as a referen nce point to enable you tto have a
backkground insigght to help yyou in making informed d decisions on fuel uplift an nd usage. W We
hope to provide a little educcation and a little guidancce that will increase conffidence through
bettter knowledgge and refereence materiaal as well as p providing vissibility acrosss multiple
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busiiness units.
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In th
his revision w
we will give yyou some additional detaail / clarificattion on existing content,
update you on o ongoing or co ompleted pro ojects as well as insight into what is b being planneed
and reviewed fo or the future..
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With h high fuel prices and fierce competittion only thee most cost‐cconscious airrlines are able to
expaand their maarkets. Fuel ccounts for alm most 35% off flydubai’s to otal operatin ng costs, andd
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fligh
ht crew are kkey personneel in reducingg fuel consum mption. Although nothing is new with
resppect to cost ssavings, we ccan improve the efficienccy in our ope erations by in ncreased foccus,
bettter routines aand stricter ffuel planningg. We are alsso sure this ccan be achievved without any
reduuction in fligh
ht safety.
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To ggive you somme numbers aabout how th
fuel adds approxximately AED
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his affects flyydubai. Everry US$5 barrel increase in
D 40 million tto our annuaal costs. Thee chart below w illustrates
n Jet
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quite clearly how w the fuel prrice we pay nnow is differeent from a base price thaat has been sset
as OOctober 2010 0. Per USG off JetA1 we no ow pay nearrly 80c more than 14mon nths ago, butt at
worst this year it peaked at n nearly $1.20
0. Prior to that we had se een only a 30 0c movemen nt
since our launch h.
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Rise in fuel pricce at our main b
base over the la
ast 14 months // USG.
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A 1% % saving of the 2012 plan nned fuel budget will savve close to AED 9.5 millio on. On a 3 hoour
fligh
ht with 7t plaanned fuel ussage, that is only 70 kgs. There is deffinitely a potential of saving
mucch more!
Thesse are big nu umbers so letts put them into some co ontext aroun nd our operaation and thee
coree product we e sell:
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A 1% % fuel savingg is the equivvalent of us sselling over 116,000 seats at our averaage fare braccket.
Thatt would take e 155 aircraftt to achieve aat 70% load ffactor flying 5 sector dayys for 31 dayys
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straight. Or it caan be the equivalent of h having an aircraft free fro om lease fees for over 7
mon nths. If you w
wonder what this would equate to in n ancillary sales in the cabin.…well it
meaans selling neearly 380,000 0 onboard m movies or app proximately tthe same nu umber of Com mbo
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meaals. To achieve those kind of numberrs would be n no easy task,, but a 1% reeduction in oour
fuel burn is something that iis well within n our abilities.
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flyduubai is transitioning into a steady gro owth pattern n but we havve a huge volume of new
routtes and syste ems – this haas made our historical fueel data limite ed. The goal is to create a
fuel database which can be sshared will aall stakeholdeers across ou ur Company ‐ including you
‐ to keep everyo one informed d in this important area. You will reaad more on tthis later in tthe
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docu ument. Histo ory shows that airlines foocusing on fu uel savings arre able to reduce the
averrage fuel con nsumption fo or each flightt – year afterr year! A fueel policy grouup already exxists
them m against a b
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and not only takkes feedbackk given in to tthe airline fo or methods o of improvement and reviews
business casee and operattional feasibiility study, but also lookss at what is
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beco oming availaable in the market and ho ow it can be applied. Thee FAQs sectio on tells you
morre on this.
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costts, crew costss, delay costs and a largee number of flydubai speecific parame eters that all
makke up the tottal cost of us operating a flight.
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Is it all about fueel? Simply put no. Europ pe has alread dy started itss implementtation of
Euro opean Emissions Tradingg plans wheree airlines aree responsible e for, and maay need to paay
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for, the amount of carbon em mitted by a fflight. In tim
me carbon creedits may neeed to be
purcchased on th he open markket and the ccarbon used has a direct relationship p to fuel usedd. A
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Safeety is our firsst priority. A
Always. Shou uld any of the recommen ndations giveen in this
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efficciently.
Thiss manual covvers all flight phases, from m pre flight p planning to ppost flight reporting. For easy
refeerence a shorrt summary iis included at the end of each chapte er.
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2. Preflight
A keey factor in th he preflight planning phaase is an accurate flight planning too ol. Pilots
freq
quently experiencing thatt actual fuel differs from planned ten nd to add exttra fuel for
unceertainty. Fligght plan optim misation starrts at Schedu uled time of departure (SSTD)‐9 and ru uns
to around STD‐4 4 when the fllight is filed w
with ATC and d sent to thee crew briefin
ng system. The
wize flight plaanning system
flyw m is settling in to flydubaai, but experience so far and your
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feeddback througgh the flight planning and d crew briefing survey su uggests that tthe predictioons
are accurate. If yyou experien nce otherwisse, please rep port it via EFOS. We havve three areaas of
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focuus at presentt to improve within the fllight planning system – R RWY selectioon based on w wind
preddictions, auto o tankering aand provision of extra fuel decodes.
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Another key facttor in the artt of saving fu uel and cost iis the necesssity to deparrt on time.
Minutes lost beffore pushbacck will be exttremely expeensive to cattch up in fligh ht, and late
arrivvals will inevvitably produ
uce repercusssions, e.g. lost connectio ons. On the length of secctors
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flyduubai fly, even if we wantted to, it is diifficult to reccover more tthan 10‐15 m minutes by flyying
fasteer and the co ost of doing so will normmally outway any commercial recomp pense. Crewss
shou uld always plan to fly fligght plan cost index unlesss otherwise b briefed by NCC. Our
strattegy is to maake up time o on the turnaaround. Man ny delays aree outside crewmember
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conttrol, but Com mmander and d Senior Cab bin Crewmem mber leadersship and actio on is essential
wheen unforeseeen events occcur. Make th hings happen n instead of wwaiting for th
hings to happen!
2.1.. Reference
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The Flight Crew Training Manual contain ns guidelines on how to o
operate the aaircraft as
efficciently as posssible. Know
w all these tecchniques andd use them aas appropriatte on your flight:
Ch 1 Drag Faactors Due to o Trim Techn nique, Primary Rudder Trrim Techniqu ue
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Effectively ECON mise overall cost. CI is the
N. The intentt is to minim e relation bettween time ccosts
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and fuel costs. AAt CI = 0, timee costs nothing compareed to fuel. Att CI = 100, ann extra minutte of
ng time is con
flyin nsidered to bbe 100 timess more expen nsive than a kilo of fuel. TThe 737NG C CI
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rangge is from 0 tto 500, wherre 0 gives maaximum rangge airspeed aand minimum m trip fuel, and
500 gives you clo ose to VMO/MMMO. flydub
bai internally limit the CI at the planning stage to
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CI2550.
In flyydubai, the ffollowing inp
puts are usedd for CI calcu
ulation:
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fuel pricce
time dep pendent maintenance co
ost
crew cosst
flyw he individual route. Fuel price updatees occur twicce
wize then calcculates a speecific CI for th
per month and tthe calculatio ons adjust in nstantly when a new plan n is run.
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Fuell planning to o the destinattion alternatte assumes C CI 10.
For all normal op perations the CI on the flightplan sho ould be flown. NCC have e the authoriity
ncrease CI du
to in ue to unforesseen operatiional events. This is authhorised to reeduce the
preddicted total ccost of the evvent. This mmay be due to o weather chhanges, night jet bans or
creww hour limitaations wheree not operating faster thaan our normally calculateed CI would
resuult in a far higgher cost. Th
his procedurre is however not likely to be used freequently andd
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you will be brieffed if it is req
quired and reequested. A post flight re
eport via EFOOS should bee
mpleted when
com never you do o not fly the planned CI.
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Somme routes we e operate havve started to o see a plann
ned CI above fuel optimum such as CM MB.
Thiss is monitored and review wed every 3 months for ccontinued feasibility and other
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operational impacts.
2.3.. Fuel plann
ning
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wize takes intto considerattion forecastt weather, an
flyw nd plans for tthe most proobable
departure and arrival routing based on kknown constraints. It is p possible to seet priorities
baseed on known n runway preeferences loccally but SIDSS & STARs haave to be maanually
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conffigured. In case of a variable wind th
he system alsso cannot deetermine the likely runwaay in
use so a manual intervention n is required
d. Feedback vvia EFOS is esssential to co
ontinue to keeep
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thesse constraintts and probable routes ass accurate ass possible.
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We continue to work with th he vendor too simplify thee wind weighhting system used that
affects runway sselection.
2.3.1. Extra Fuel
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Extrra fuel is deteermined by tthe Comman nder, and is ssometimes seelected to caater for
unfooreseen even nts. In the ab
bsence of any non‐standaard planningg factors, it iss company policy
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to caarry the minimum fuel reequired, corrrected for an ny increase o
or decrease in Zero Fuel
Weight (ZFW). R Reasons extrra fuel may b
be appropriate can includ de:
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ZFW risee
Aircraft defect
Enroute or destination weather
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Runwayy in use changge
ATC envvironment
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turnnaround issuee or rolling d delay results in a direct reequest from NCC to do this.
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An aadditional up plift of 300kggs on top of fflightplan fueel is granted to all Comm
manders with hout
the requirementt to report post flight on the specific reasons for its loading. Quantities
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trip fuel equals 5 53 kg. As evver this doesn’t sound likke a significant number b but when
multtiplied by thee estimated number of ssectors plann ned for 2012, the reality is that it hass the
posssibility to savve 2.3 million n kgs of fuel.
On m many flights,, there is no room for red ducing plann ned fuel by 600 kgs. The p point is that
extrra fuel carriedd costs money and that tthe flydubai total amoun nt of fuel savved is the summ of
everry kg saved o on every fligh ht. If we do n
not have an o operational reason other than "nice to
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havee" for extra ffuel, we prob bably shouldd not. If theree are operatiional reasons you probab bly
shou uld.
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If ad
dditional fuel has been ad dded by the Dispatcher ((for weather or an MEL ittem for
exam mple) you sh hould find a ccomment on n the flight pllan or in the briefing pack under
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Additional Inform mation.
Contingency Fue el is carried ffor many of tthe same reaasons that piilots tend to carry extra ffuel
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for. Be fuel smarrt! Also remeember that eeven withoutt extra fuel w we have in flight re‐plann ning
tools available in n order to reeach the desttination as in ntended.
The Commander can also select to remo ove fuel fromm the flight annd advise NC CC. This mayy be
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by seeing that th he planned p payload has d decreased, aa weather up pdate allows for a more
favo
for eexample wheen landing outside of a p
alwaays carry at least the legaally required
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ourable alternate or that due to a dellay policy fueel added mayy no longer b be appropriaate –
planned peakk period. Thee Commandeer must how
d fuel to complete the fligght.
wever
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We are working to improve policy fuel depiction and d descriptionn on the flight plan to help
prevvent double allocation off fuel as well as improve reporting an nd data chartting.
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Our Commerciall team are w working to pro ovide accuraate trends in no show passengers and d
late purchase ro outes so that ZFW accuracy can impro ove. Our evoolving busineess
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A nuumber of cities either havve regulated d fuel prices oor limited su
upplies that fforces the prrice
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abovve what wou uld be seen aas an averagee for flydubaai’s network. Within the flight planniing
tool a calculation on the coeefficient of trransport verssus the cost o of the fuel iss made and tthis
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ults in a posittive or negattive cost to taanker fuel. A
resu At present it is not possibble for you to
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see on the flightt plan what this positive o or negative vvalue is, but the Dispatch her can clearrly
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see if when runn ning the flighht plan.
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A nuumber of facctors affect wwhether we ttanker fuel even if it is po otentially price
advaantageous. TThese are no ormally paylo oad and deiccing availability /cost. A higher paylo oad
will result in the aircraft bein
ng nearer thee structural llanding limitts and so theere will be lesss
poteential to tankker fuel. Deiicing costs ass well as and
d cold soaked d fuel frost are two itemss
thatt deserve furrther explanaation.
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Carrriage of a largge quantity o
of fuel on a long flight (2.5hours+) caan cause the fuel to cool and
causse non enviro onmental wiing icing kno own as cold ssoaked fuel frost (CSFF) . The five
principle parts are
Fuel quaantity in the wings
Fuel tem
mperature
TAT enrooute
Temperaature at the airport of arrrival
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Humiditty
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The following ch
hart provided d by Boeing p ual guidance on when it m
provides visu may form bu
ut
therre are some ggeneral tips:
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CSFF can n form any tiime the wingg skin is belo ow freezing, tthe dew poin nt is greater
than thee skin tempeerature, and tthe fuel temperature is ssufficiently cold.
Since the primary mechanism fo or CSFF formaation is convvection, the ffuel temperaature
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just afteer arrival is m
most relevantt.
CSFF ratte of formation does dep pend on relattive humidityy, as well as a number off
other factors. CSFF formation iss highest with h higher relaative humiditty levels but the
chart appplies to all reelative humiidity levels.
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At least 1,500kgs of fuel is in thee main tank
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Bo
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It occcurs more frrequently on n the 737NG because of tthe design of the fuel tanks (the tanks
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are located close er to the win
ng skin), the higher operaating altitudees, longer range and the
tend urn‐arounds or as fuel prices
dency for airlines to tankker fuel in thee main tankss for short tu
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rise..
flyduubai’s fleet is equipped w with the blacck wing CSFFF marked areas illustrated d in the FCOMs
relatting to CSFF.. flydubai alsso holds GCAAA approval for this proccedure. An eestimate of
3,0000kgs per win ng tank (deppending on density) woulld take the fu oundaries of the
uel to the bo
marrked areas.
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Tankkering does o offer flydubaai a great com mmercial advantage wheen it is possib ble. The savvings
can range from $ $10/t to $18800/t and oveer a numberr of sectors th he totals soo
on pass $2
milliion per annuum. Howeveer deicing cossts per eventt can cost beetween $1,00 00 and $2,00 00
depeending on th he station. O
Outside of co ore winter mmonths deicin ng stations m
may not havee
fluid
d stock or staaff available to provide deicing.
If the factors exiist that couldd be expecte ed to result in
n CSFF at thee planning stage NCC may
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lookk to limit totaal landing fueel to 5 or 6 tonnes or less.
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If CSSFF is a conceern make a ffinal review:
Length oof flight
Conditioons around the destinatio on airport
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Plannedd Ground Tim me
Temperaature pattern from arrivaal to departu ure time
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Availability of deicing if required
d or just warm
m fuel
Fuel tran
nsfer proced dure in coorddination withh MCC
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2.3.3. Plannin ng without a destination alternatte
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The OM‐A 8.1.2..4.2 gives you the possibility to plan aa flight witho out selectingg a destinatio
on
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alternate. The MMiddle East h has some of tthe most stable weather in the World d, and there are
ofteen many opportunities where an alternate can bee dropped in accordance with the
reguulations. Man ny of flydubaai’s destinatiions have twwo separate rrunways and instrument
approaches. Be sure to also recheck NOTTAMS to enssure no shortter term clossures or
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dow wngrades affeect this.
Therre is the requuirement to carry 15 min nutes additioonal fuel wheen no destination alternaate
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is sp
pecified but tthis can often still result in a lower to
otal fuel than
n carrying an
n alternate wwould
requuire.
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In Seept 2011 a trrial was startted on the DXB‐KWI routte. This was selected forr 3 main reassons:
It has a high volumee of daily fligh
hts – this meeans crews are more likely to be famiiliar
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with thee airport and we will havee a high num mber of flightts that this co
ould be used
d on
Enroute to KWI therre are 3 othe er flydubai Deestinations
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Weather is generallyy good
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ablee to load in K
KWI because of our lowerr fuel on arrival, provided d a saving in only 3 montths
of A
AED 106,000.
Otheer airports thhat would likkely qualify ffor this trial o
or crew self sselection to p
proceed withhout
a deestination altternate include AMM / B BEY / DAM / K KBP and SVX X. Many factors go into the
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suitaability (such as winter op
ps) of if a desstination is a sensible cho
oice, outsidee of whether it
meeets the minim mum policy rrequirement.
2.3.4. Reduce ed Continge ency Fuel (R RCF) proced dure
For unforeseen eevents, a fligght is requireed to carry coontingency ffuel. Using thhe 3% proced dure
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insteead of the sttandard 5% w whenever po ossible offerss a great possibility to carry less fuel,
espeecially on lonnger flights. H
Have in mindd that an enrroute alternaate requires the same
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weaather as a destination alteernate.
As aan example:
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Fligh
ht data: FZ57 74 KTM‐DXB,, TOW 75t, LLW 62t, trip ffuel 13t, totaal distance 17 734 NM. Thee
enrooute alternatte has to be within 345 N NM (20%) of track and maximum 430 0 NM (25%) ffrom
DXBB. This should normally n not be a probblem flying innto DXB, butt may be a prroblem at
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remote locations. For practiccal purposess cont fuel will never be less than 180 0 kgs (5 min),
whicch basically mmeans that w when the tripp fuel is > 4t,, the percenttage fuel will be higher.
5% o of 13t is 650 kgs. 3% is 3990 kgs, which gives you 2 260 kgs for eextra payloadd or reduced
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TOW W. A lower taakeoff weigh ht may allow
w a further reeduced thrusst ability whicch can again
provvide a long teerm cost savving and engiine benefit.
To aadd a comforrt factor to th
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his example a buffer cou uld be added to the 3% figure. If 100kgs
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was added (i.e 3 3% + 100kg) ffor an unfam miliar route a saving of 10 00kgs would still be madee
and over just 1,0 000 sectors tthat has the ability to savve AED 600,0 000+.
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2.3.5. Policy Fuell
Baseed on experience, it is so ometimes sm mart to carry some extra ffuel. Flying innto a high
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Policcy Fuel is at fflydubai’s disscretion, inteended to sett a standard fuel policy foor expected
evennts. Policy Fu uel is not a leegal requirem
ment, and th he Command der may disreegard this, taaking
factoors like wind ds, weather, performancee, payload, ttraffic, etc. in nto consideraations.
Policy: It is noot desirable to plan on lan nding with a fuel amountt that will acctivate Ambeer caution for
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land w
with a minimu um of 2.0 tonns of fuel wh
hich can incluude your planned continggency fuel.
Note: flydubaai implemented arrival delay 3Q 2011 for Dubai iin the flight p planning systtem. On thee
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/ explaain the reasoon for the exttra fuel that is automaticcally added.
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2.4.. Aircraft lo
oading and ttakeoff CG
Maintaing the CG in the mid to aft range e of the allowwable CG limits will lower drag and so o
burn. Loadin
also lower fuel b ng the aircrafft for a takeo
off CG greateer than 21% w will result in
reduuced enroutee drag and also provide aa takeoff perrformance be enefit. flydu
ubai does nott
auth
horise infligh
ht adjustmennt of CG valuees.
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CG RRange Drag effect
8‐122% +2%
13‐118% +1%
19‐225% 0
26‐333% ‐1%
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flydu
ubai has movved away froom a loadingg plan of 1/3 forward, 2//3 aft as the business mo odel
has evolved. Wiith cargo andd transfer traaffic increasing the simpllified loadingg technique
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coulld not suppo
ort the operational needss.
he last week of Decembeer 2011 the aaverage planned takeoff CG was 21.4
In th 4%.
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2.5.. FMC progrramming
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The 737 aircraft is equipped with a sophisticated FM MC including aa Cost Index (CI) capability
with h very accuraate time and fuel predictions. Like an
ny computer,, the quality of the
information enteered into thee FMC will deetermine thee quality of tthe output.
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Inseert the most accurate avaailable inform mation into tthe FMC; thee dep runwayy, SID with
appropriate tran nsition, the O
OFP route with the expeccted arrival pprocedure (STAR or FMC
Arrivval) and land
fligh
ding RUNWA
ht plan as the
ese will be ussed by the FM
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AY. In addition, load the ccruise and deescent windss found on yo
MC to furtheer refine commputations. Insert flight p
our
plan
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CI.
It is important thhat the correect flight num
mber and IDEENT is used o on FMC initiaalisation.
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The functions off the FMC aree however limited:
Optimum m altitude (O OPT) is the alltitude at thee current gro
oss weight an
nd speed
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forecastt winds and ttemperatures aloft or thee downroutee impact.
Recomm mend altitudee (RECMD) iss not availab ble on the 737NG fleet which also
considerrs the downrroute path (2 200‐500nm) and includes the currentt and forecasst
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winds annd temperattures availab ble.
FMCs do o not encompass an auto omatic ‘look down’ abilityy for a step d
descent but
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instead focus on a ‘look up’ step p climb.
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point wiill be in still a
air.
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The flight plan suggested levvels should therefore be followed unless they ressult in an unaable
messsage due to MAX ALT exxceedance. A Any such eveents should b
be reported vvia EFOS.
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2.6.. APU manaagement
While always keeping the co omfort of passsengers in m mind, efficien
nt APU manaagement can n
d significant savings. Afteer landing, avvoid startingg the APU earlier than neecessary.
yield
Afteer engine shuut down, keeeping the APU U BLEED off reduces APU U fuel consummption by ass
mucch as 35%.
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The B737 APU burns approximately 105kkg/hour or n nearly 2kg/minute. Reduccing APU tim me by
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5 minutes per se ector, can save flydubai aalmost 450 tonnes of fue el per year – that’s AED 1
1.7
milliion.
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APUU health mon nitoring will b
be implemen nted in 2012 that will pro ovide us withh an accuratee
dataa feed of fuel usage levels and APU activity.
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We have specificc requirements during Su ummer perio ods regardingg Hot Weath her operationns.
Staff and passen nger comfortt must come first during these extrem mes.
F
Note flydubaai has evaluatted APU costts vs handlin ng agent agreeements for available extternal
power, both at DXB
APU run
B and at our d ,I
destinations several timees. Previously keeping th he
nning has prroven to be leess expensivve but that iss changing ass contracts evolve
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due to o
our buying ppower.
Prefligght summaryy…
‐ when possible, plan w without a desstination alteernate
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‐ when it paays off, use tthe 3% contingency fuel procedure
‐ do not carrry more Extra Fuel than necessary
‐ normally, carry Policy Fuel as reco ommended b by the compaany
‐ use the Operational Flight Plan Co ost Index
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‐ enter cruise and desce ent winds in the FMC
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‐ minimize the use of APU on the grround. Don’t start it until it is needed
d
‐ minimize use of APU B BLEED air
‐ hot weath her ops – thiink staff/ passsengers com
mfort
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3. Start, taxii and takeo
off
3.1.. Warm up
Warrm up times can mean th hat initial fueel burn is higher than it co
ould be if en
ngine start was
delaayed. Howevver a correctt warm up an nd cool down n schedule wwill preserve engine life
whicch in the medium to longg term reducces wear and d tear, reducces maintenaance costs an nd
enab bles a longerr time on win
ng. 2 minutees is recomm mended by Bo oeing and CFFM. After a
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prolonged shutd down (6+ hou urs) or in colld weather o operations CFFM increased d recommen nded
warm up times o of 10‐15 minnutes should be observed d.
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3.2.. Departure
e delays
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Sommetimes flights may be afffected by a ddeparture slot time. If th
his results in a long taxi tiime
and stand occup pancy permitts, delay the pushback annd absorb the delay at th he gate with the
engiines shut dow wn. Coordination with NNCC, the Station and ATC will be required to achieeve
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this.. With our expansion intto the Euroco
ontrol zone aan accurate CCTOT may bee available eearly
on.
3.3.. Taxi speed
d
F
member that fuel burn wiith engines aat idle on thee ground is approximately 25% of cru
Rem
pow
wer. Control ttaxi speed w
with brakes an
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nd keep thruust at idle, whenever posssible. The
uise
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carb
bon brakes fitted to the fflydubai fleett have reducced wear and d tear when tthey have feewer
but more constaant applicatioons. flydubaai SOP shouldd be followed d.
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3.4.. Choice of departure rrunway vs. taxi times
At soome airportss there may be a choice o of departuree runway. The trade‐off p point regardiing
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the cost of taxiinng time versuus airborne ttime is difficu
ult to establiish, but a bro
oad rule of
thum mb can be prrovided – each airport is different an nd considerattions MUST b be given to SSID /
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airwway routings / other traffic and ATC reequirement: Strictly baseed on fuel co onsumption, it
migh ht be worthw while to taxi an extra 4 mminutes for eevery minute e of airborne time saved. A
fligh
ht departing in a directionn 180 degreees from the iintended fligght course may need to
travvel an extra 1
15 miles in thhe air.
N
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Priorities shouldd be given to takeofff perrformance to o carry the re
equired paylo oad and on ttime
perfformance. Should an alteernative runway directio on give a shorter airtime but require aa
C
Taxitimes are monitored and d adjusted inn the flight planning systeem on a mon nthly basis. W
We
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3.5.. Flap settin
ng on deparrture
A lowwer flap settting will savee fuel and heelp to increasse the assum
med temperature or derate
available. Although the flaps increase lifft they also in ncrease dragg and fuel co
onsumption. The
ual fuel saved
actu d between a flaps 1 or flaaps 5 takeofff is small (<110 kgs), but oonce again inn the
longg run across eevery sectorr, every kg co ounts. Wherre an alternative flap settting is requirred
to m
meet perform mance constrraints it shou uld be used to protect revvenue. From m Septemberr
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2011 to Decemb ber 2011 acro oss over 10,0 000 sectors wwe achieved an enviable 91% of
departures with flap 1 utiliseed. Of the re emaining 9% % a large propportion were e at airfields
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wheere performaance limitatio ons require tthe use of ann alternative flap selectio
on.
3.6.. Reduced ttakeoff thru
ust
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The use of reducced thrust, eeither derate or assumed temperaturre method, d during takeofff
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will not directly reduce fuel consumption n. However, it will preserve engine life which
reduuces fuel connsumption ovver time and d it will help tto reduce maintenance ccosts which
directly affect CII. It will also reduce the likelihood off engine failu
ure due to th
he reduced sttress
on the engine. TThe majorityy of engine w wear will occu ur at higher ttemperaturees ‐ a 1%
F
reduuction in N1 is equivalentt to a 10º EG GT margin protection. 10º of EGT marrgin protectiion
can be equivalen nt to an extra 1,000 cyclees and preseervation of 0..6% of speciffic fuel
conssumption. TThe upper few
takeeoff thrust w
will more than
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w degrees arre the most d damaging. Consistent use of reduced
n double enggine life and prevent rapid performan nce
d
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deteerioration. W
We operate in a challengging environm ment which is particularlly harsh on
engiine life.
Betwween Septem mber and Deecember 2011 the averagge derate on takeoff was 19.85%
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Start, taxi and takeoff summary…
Coordinatte pushback time to fit w with slot timee, de‐icing, ettc
When con nditions perm
mit, use the d
departure ru unway requirring the leastt
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total fuel burn
Use the lo
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owest possible flap settin
ng
Use minim mum requireed takeoff thrrust
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4. Departuree and climb
b
4.1.. Initial clim
mb out profiile management
Speeed and flap m managementt during departure will greatly impacct fuel consumption and
fligh
ht time. If a fflight is depaarting away ffrom the inteended coursee, and a turn n cannot be
initiated before a certain point, then cleaaning up thee flaps on sch hedule will immprove
departure efficieency. Speed should not b be increased above flaps up speed un ntil the aircraaft is
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withhin 90 degreees of the inteended course.
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If a fflight is depaarting in a dirrection oppo
osite to the ddesired enroute track, there may be
somme advantage es in maintaining the flap ps setting andd trading spe
eed for altituude until thee
aircrraft reaches the initial alttitude where e a turn to th
he on‐coursee can be initiated. This will
minimise the disstance travellled away fro om the intended directio on. It will also
o maintain a
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loweer speed in tthe turn and allow for a ffaster turn raate. Acceleraate to normal climb speed
wheen within 90 degrees of the intended track.
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4.2.. Derated th
hrust climb
b
Deraated climb th hrust results in a longer cclimb segment, thus longger time spent in climb. It
resuults in slightlyy higher totaal fuel consummption, but the overall eeffect is curreently seen ass
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neglligible. The ooverall cost reduction in eengine wearr is currently noted to excceed the fueel
usagge but this co
thruust, and chan
ontinues to b
nge it only whenever ope
altitude restrictions, etc dicttates.
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be analysed and discusseed with CFM . Use FMC suggested climb
erational con
nsiderations like icing, turrbulence,
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The normal econ nomy climb sspeed schedule of the FM MC minimise es trip cost. Itt varies with
grosss weight and d is influenceed by cost index.
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Climb
b summary… …
‐ Use the FFMC suggestted climb thrrust
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‐ Delay acccelerating ab
bove flaps up
p speed untill within 90° o
of the intend
ded
track
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5. Cruise Ma
anagementt
5.1.. Cost indexx vs. Long‐range cruise
e
FMC C ECON CRZ iis a variable speed sched dule that is a function of gross weightt, cruise altittude,
costt index, and h
headwind orr tailwind com mponent. It is calculated
d to provide m minimum
operating cost foor the entereed cost indexx. Headwinds increase th he ECON CRZZ speed,
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winds decreaase ECON CRZ speed, butt not below tthe zero wind maximum range cruisee
tailw
airsp
peed.
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LRC is a variable speed sched ng 99% of maximum rangge. Effectiveely it a speed
dule providin d
abovve MRC thatt will result in
n a 1% decreease in fuel m
mileage in terms of nautical miles perr kilo
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of fu
uel burned. The FMC do oes not applyy wind corrections to LRC C. As a resultt, LRC is ideal
onlyy for zero win
nd conditions while ECON N speed is opptimized for all cruise wind condition ns
and is a function
n of minimum m cost operaations.
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5.2.. Lateral traack manage
ement
Wheen feasible, b be active andd ask for direect routings. If ATC agreee report the DCT via EFOOS so
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it caan be researcched further and potentially be impleemented as aa permanentt planning iteem.
On o our network we have maany opportun nities for thiss:
o Enroute to KTM ‘DCTT ALI’
o Within EEgypt enroutte to HBE
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o In Saudi Arabia due to FUA (flexiible use of aiirspace) agreeements with h the militaryy
particulaarly enroute to AHB and TIF.
Rem
member that we are a non ETOPs airline.
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5.3.. Vertical prrofile manaagement
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Plannning the mo ost efficient vvertical profiile offers great potential savings. In oorder to evaluate
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Consider the fueel consumptiion increase in the follow wing examplee calculated in still air (orr
consstant wind co onditions), w
whatever the e FL:
U
FLIGHT LEVEL FUEL PENALTY
OPPT +2000 %
2 %
OPPT FL 0
OPPT ‐2000’ %
1 %
OPPT ‐4000’ 4 %
%
OPPT ‐8000’ 9 %
%
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It may be advantageous to request an in nitial cruise altitude abovve optimum iif altitude
chan nges are difficult to obtain on specific routes. Thiis minimises the possibiliity of being h held
at a low altitudee/higher fuel consumptio on condition for long periods of time..
In RVVSM airspacce aim to alw ways be withiin 1000 ft of FMC optimu um altitude. In non‐RVSM M
airsppace aim to wwithin 2000 ft of FMC op ptimum altitu ude.
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Fuell required for a 4000 foot enroute climb varies from 135 to 225 kgs depending on thee
airplane gross w weight, initial altitude, airr temperaturre, and climb b speed. The fuel incremeent
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is largest for high gross weigghts and low initial altitud des. Additionnal fuel burn
n can be offseet by
fuel savings in thhe descent. It is usually bbeneficial to climb to a hiigher altitudee if
recoommended b by the FMC o plan, provideed the wind iinformation used is reliable.
or the flight p
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The fuel saved aat higher altittude does no ot normally justify a step
p climb unless the cruise ttime
at thhe higher altitude is at leeast 20 minuttes.
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5.4.. Aircraft trim
If the control whheel is displaced to the point of spoileer deflection
n, a significan
nt increase in
n
aeroodynamic draag results. Additionally, aany rigging d
deviation thaat results in eearly spoiler
F
actuuation causess a significan
nt increase in
n drag per un
nit of trim. Th
hese conditio ons result in
increeased fuel co
onsumption.. Even small out of trim cconditions caan affect fuel flow by as
mucch as 0.5‐ 1%
%. ,I
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5.5.. Replannin
ng
Mon nsumption during the fligght. The carrried Continge
nitor fuel con ency Fuel (if not used) is
convverted by thee FMC to Exttra Fuel. If Exxtra Fuel beccomes 0 or negative, youu should replan.
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Therre is no minimum distancce requirement to the deestination alternate infligght. If fuel
beco
omes criticall:
contact Dispatch forr an inflight ffuel calculation from nexxt waypoint tto destination
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check if the destinattion conditio
ons still requiire an alternaate
check th
he benefit off CI = 0.
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ask ATC for directs
update tthe winds
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Cruisse summary……
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‐ fly the OFP Cost Indeex
‐ fly the FM
MC ECON CR RZ speed
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‐ be activee with ATC annd ask for sh
hortcuts
‐ fly within
n 1000 ft of O
OPT CRZ ALTT
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‐ trim the aircraft propperly
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‐ proactiveely monitor ffuel consumption
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6. Descent
A prroperly plann ned and execcuted descen nt has the pootential to saave a lot of fuuel. Insert th
he
desccent winds w well in advance and plan on a VNAV p path descentt. If the desce ent starts early,
the opportunity of regainingg the optimum profile is aavailable and d should be d done at as high
an aaltitude as poossible. Do not make it a habit to alwways undersh hoot target altitudes for
com mfort, but carrefully prograam the FMC and follow tthe profile until adjustme ents are
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neceessary. We ccontinue to w work with Bo oeing and GE for progresss on the ability to reinstaate
GEO O FULL.
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If loww, correct byy reducing sp
peed to regaain profile, orr make verticcal speed adjustments fo or
proffile correctio
on at as high altitude as p
possible. If hiigh on profilee, correct byy increasing
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speeed rather thaan using speeed brakes. Sp peed brakes should not b be a substitu
ute for adequ uate
desccent profile mmanagement and overall planning. TThe goal is to reach the In nitial Approach
Altittude at the FFAF and at th
he correct speed withoutt the use of sspeed brakess or thrust.
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Changing winds,, traffic and A ATC clearancces often preevents that, but focused,, continuous
enerrgy monitoring and earlyy anticipation n of events wwill minimizee fuel burn.
It is important too take correcctive action aas high as po
ossible to alloow sufficientt time for thee
F
extrra energy to be burnt off with additio onal speed in n case of an increasing tailwind, or to o
head
1000
dwind. In a cclean configu
0 feet per 3 NM.
,I
regaain the propeer profile as high as possible with increased thrusst when in an n increasing
uration and aat idle thrustt, the aircraftt will descend approximaately
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Wheere possible listening to o other traffic will provide an indication of the trafffic situation
aheaad as well ass clearances tthat are currrently being given. This aallows early potential acttion
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to be taken to sllow the flight, plan for veectoring or hholding or req quest an alteernative
proccedure with ATC.
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Descent summarry…
‐ fly a VNAAV path descent
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‐ aim at a continuous ddescent and avoid reaching a cleared d or limited aaltitude
early
‐ make earrly adjustmeents of the veertical flight path
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7. Holding
olding is anticipated, ask for an EFC tiime and ask if the speed can be redu
If ho uced to delayy
entrry into holdin
ng. Straight line (linear) holding will decrease fueel flow by ap
pproximatelyy 5%
commpared to raccetrack. Entrry to the hold ding pattern should be ass high as posssible. Normally
flapss up and FMC best holdin ng speed willl provide thee lowest fuell consumptioon.
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8. Approach and landin
ng
8.1.. Basic princciples of de
ecelerated aapproach
Fuell flow in the landing conffiguration is approximateely 150% of tthe fuel flow w in the clean
n
conffiguration. If f the approacch is not bein ng conducted d in adverse conditions tthat would m make
it diffficult to ach
hieve stabilized approach h criteria, thee final flap seelection mayy be delayed until
just prior to 100 00 ft above field elevation n.
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The flap selectio ons are mainly a function n of altitude aabove the grround ratherr than a distaance
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to thhe touch dow wn point and d this permitts improved eenergy manaagement durring the
approach. Keep p the aircraftt clean as lon
ng as possible. Flaps are not designed d as drag devvices
but once extend ded do produ uce a noticeaable impact o on fuel use. ATC is unlikkely to be aw
ware
of thhe UP speed; often advissing them will save an un nnecessary eaarly flap exteension.
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Duriing high trafffic density situations, askk ATC for an arrival sequeence numbeer and track m miles
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to go. Decide ho ow to managge the energyy and whetheer to slow do own early to UP speed to o
prevvent excessivve downwind d vectoring.
If it is likely that the Amber ccaution for lo ow fuel will iilluminate while on appro oach actionss
F
shou uld be briefeed.
8.2.. Flap 30 lan
nding
,I
ED
Wheen conditions are approp priate, landin
ng with Flapss 30 has some definite ad dvantages.
Reduced flap lan
ndings will noot only reduce fuel consu umption butt also decrease noise
emisssions. Whenn landing witth Flaps 30, ffuel burn is rreduced by aapproximately 30‐50 kg.
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From
m September 2011 to Deecember 201 11 over 87% o of all flights utilised Flap 30. This is aan
impressive figure when we h have a numb ber of airfield
ds where Flap p 40 facilitattes a stable
approach but it is a decreasee on the prevvious 92% beenchmark.
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8.3.. The cost o
of a missed approach
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Alth
hough delayeed‐flap, reduced‐flap or low‐drag app proach proce edures can saave flydubai a
significant amou unt of fuel ovver time, if thhese procedures are inap ppropriately applied an
unsttablised approach and go o around maay result. Thee subsequen nt additional fuel burn wiill
nulliify all the fueel savings forr the entire fflight. Witho
out the ensuing vectoringg and filterinng
N
approach.
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8.4.. Use of revverse thrustt after landing
N
At leeast idle reveerse is requirred by flydubbai SOP. Runnway length and conditioons permittin ng
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evaluation of on nly using idle reverse is reecommended. This reducces fuel conssumption and
engiine wear, but may increaase brake weear so use of autobrake iss sensible. W Where FOD m may
existt it also drastically reducces the risk of ingesting th
he material bback throughh the engine.
Cooldown timess must be resspected to reeduce enginee wear and p preserve enggine life. A
nummber of flydubai arrival ro outes can ressult in particularly short inbound taxi times which h
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startt to infringe on the coold
down require
ement – the Boeing and CFM recomm
mendation iss 3
minutes.
nding summary…
Apprroach and lan
‐ fly a deceelerated app
proach
‐ keep the aircraft cleaan as long as possible
‐ avoid dumping excesss altitude to oo early
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‐ use flapss 30 where practical
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‐ use idle eengine reverrse where poossible
‐ respect ccooldown timmes
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9. Post flightt reporting
g
Onee item often not seen as aa core prioritty in fuel con nservation iss reporting po ost flight. Th
his
areaa however offfers a huge opportunity to react quickly to reducce unnecessaary fuel use aand
costt. This may b
be as simple as FOD repo orting at an aairport, a rero
oute by ATC,, a level cap on
an aairway or alteernative taxi routes. All oof these wheen added up over the secctors to a city
pair produce som me level of immpact. Wheen issues are known by th he office bassed team theey
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can be researcheed and questioned. Thiss will lead to either a reso olution or mitigation.
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EFOS should be used to com mplete the reports as it offfers the insttant ability too notify the
supp port teams aand provide vvisibility to all of the invo
olved partiess on what is b being done tto
seekk out the subbmitted querry. It may bee you are sub bmitting a qu uicker way of doing
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sommething in wh hich case thee sooner it caan become sttandard for aa route the b better it is foor
flyduubai.
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As aan example –– ATC on a ro oute towardss Syria often offered crew ws a shortcutt. 2 crews
repoorted this shortcut post fflight. A CON NOTAM was issued asking for feedbaack on the
shorrtcut being aavailable if reequested. WWorking with ATC this sho ortcut is still available tod day
and annually savves flydubai over $ 18,00 00…that’s nearly 145 seats at our aveerage fare
F
braccket.
As mmentioned in n the prefligh
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ht section thee Commandeer is granted d 300kgs of fu uel without
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need ding to note its requiremment. Upliftss of more thaan 300kgs fro om flight plan fuel must have
a report completed post flight to show the reasons ffor its uplift. This is to en nsure trends in
requuirements caan be used an nd as necesssary adjustments made to the planning process.
Crewws who do not note the rreasons for tthe fuel uplifft via an EFOS report will be contacteed to
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provvide further information..
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10. Dubai specifics
Dubbai is a unique environmeent and one w where all ou ur flights will be affected either on
departure or arrrival. Much
h work has occcurred at an n ATC level oof the last 12 months to
provvide increaseed capacity b
but limitation
ns still exist.
The runw way configurration means that a depeendency can n exist in certtain weatherr
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conditio
ons (less thann VMC) which is not a constraint at m
many other In nternational
Airportss with a similar number oof movementts.
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There is diverse mix of aircraft tyypes from M
Medium to Suuper
There arre a number of local weaather phenom mena & local area restricctions
A fuel top up po used in Dubai. There is a cost for the fire service tto attend thee
olicy can be u
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aircrraft when fuelling with ppassengers onboard (AED D 200 / $55), however, w when there is
unceertainty regaarding the finnal ZFW using a top up caan allow onlyy the require ed fuel to be
takeen, or for furtther tankerinng fuel to bee uplifted whhen it is beneeficial.
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Assuuming the 12 2 direction iss in use flydubai has an agreement with ATC for the ability to
requuest 12L for ddeparture. If you believee it is useable you should d request it aat pushback.
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The more notice e ATC have th he greater ch hance there is of them being able to accommodaate
yourr request. WWhile this hellps reduce ou ur taxi timess, prevent po
otentially unn necessary
queuing behind other trafficc held by ATC
therre are some aareas that reequire thougght:
,I
C delays in ennroute sectoors and impro ove our OTP
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The passsenger safety briefing annd cabin secu ure call mustt have been ccompleted ‐‐ the
IFE brieffing may takee a few minuutes longer than previously experiencced
The engine warm up p time must be respected d (2 minutes)
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ATC can offer 12L att their discrettion – there are no guaraantees. Prep
pare the dataa via
OPT in aadvance for 112L/R.
will normally alloow a fair app praisal of thee traffic situaation.
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flow
w for them bu ut it results in a much red duced taxitim me for flydub bai. The request for a 300R
arrivval should bee made as eaarly as possib ble when on frequency w with Dubai, b but no later than
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nning flights. Arrival and departure p
plan predicted peaaks have bee en mapped, and as such a
projection can bbe made on w where a delaay may occurr in either deeparture or aarrival.
Arrivval delay bassed on moveements plann ned in minuttes:
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IN
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The thick redlinee is the observed delays and can be ttaken as an aaverage figurre. The red
shadding accountts for the outtlier data and
d the extrem
mes that can occur. As yo
ou can see th he
peakk periods detailed below w offer an aveerage of no m
more than 122 minutes off delay. The
evenning peak peeriod is howeever growingg and the A38 80 movemen nts during th
his time are aalso
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increeasing.
2130‐01
130L
0430‐05
530L
O
1130‐13
330L
TR
Dep
parture delayy based on m
movements p
planned in minutes:
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To mmitigate thesse a delay onn stand is preeferred but this may not always be feeasible for taxi
restrictions / queuing or enrroute require ements.
Thesse are only ppredictions. The figures aare assumingg ALL operattors at the airport and no ot
just flydubai or EEmirates, despite these b being the two largest airline operators. If there is
disruuption elsewwhere which affects an in nbound wavee of traffic (snow in North America orr
Euroope for exam mple) then thhese peaks w will shift.
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Singgle runway OOperations haave been a p prevalent item m at Dubai o
over the last 12 months. This
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is no
ormally caused by the requirement to o complete rrepairs to ennable the con ntinued
expaansion of thee airfield, con
nduct surveyys or service equipment related to th he approachees.
As aan average thhe effect of ssingle runway operationss on inbound d flights to Dubai for flydubai
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is ho
olding / vectooring of 8 minutes which h equates to approximate ely 300 kgs oof fuel for an
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aircrraft near max landing weeight and holding betweeen 5,000 and d 10,000ft. DDuring publisshed
runwway mainten nance period ds that resultt in single runway operattions policy fuel is
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autoomatically addded to the fflight plan.
On ooccasion singgle runway o operations haave unfortun nately coincided with oth her events th hat
are not declared d on NOTAM such as calibration. Fro om Summer 2 2011 this waas prevented
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fromm happening after feedbaack from the e airlines on tthe impact o
of the last 3 ccalibration
even nts.
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The Dubai ATC tour which is voluntary and held oncee per month is recommend for all pilots
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oncee they have been flying in the Dubai environment for 2‐3 months. It will provide a
valuuable insight into why som me of the prrocedures an nd quirks are as they are and what yo ou
can do to assist. Dubai ATC controllers aare now auth horised to traavel with flyd
dubai on
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he 2‐3Q 2012
In th 2 Dubai will iintroduce neew SIDS/STARs to improvve efficiency and reduce
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radaar vectoring. An accuratee track mileaage to touchdown is a keey aim. An arrrival managger
system is also beeing coordinated betweeen Dubai and d Emirates Ceentre – this wwill help to
prevvent the sudden capacityy requiremen nt for ATC to o handle, for example, 50 0 aircraft in aa 60
minute period w with only 15 mminutes notiice of the isssue starting tto develop ass occurred in n
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Deceember 2011.
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11. Common p
pitfalls
The FMC C is a highly aaccurate sop phisticated to
ool. As alreaady noted in FMC
programmming sectio on there are ssome limitattions
LRC is be
etter than Co ost Index – Inn the older 7737‐4/5/6 LR RC accounts ffor wind. In the
737NG it does not. FFlying ECON will take acccount for win nd and adjustt the speed
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approprriately and allso provide m matching climmb and desce ent speeds.
Cold Soaaked Fuel Fro ost. As alreaady noted in tankering th here are proccedures and
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allowable processes.
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12. Boeing P.II.P Package
Boeing Performaance Improvvement Packaage for the 7 737NG is dessigned to red duce the overall
fuel burn by 2%.. This is achieved by an aapproximatee 1% improve ement by Boeing on
aeroodynamics an nd 1% by CFM on enginee efficiency im mprovementts.
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The PIP package e is being phaased in over the next 2 years. It is a llittle behind schedule and
the final deliveraable, the ECSS inlet, is noww due to be installed from m 2013. Our first aircrafft
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with
h a partial beenefit was A6 6‐FDT and sin nce then we have continued receive aircraft with h
morre and more of the packaage.
We have been cooperating w with the Boeeing fuel engineering team m on deliverry flights to
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colleect delivery ffuel mileage data to asseess the actuaal benefit of tthe PIP package and
hopefully validatte their assu umptions. WWe hope to h have an onsitte update fro om them in
Febrruary with th he delivery o of A6‐FDY.
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Boeing are yet to o decide if thhey will provvide a revised
d aircraft dattabase to acccount for theese
chan nges as they effectively aalign the actu ual fuel burnn with the hisstorical ‘percceived’ burn.. In
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reality this will result in a low
wer fuel biass on your flights plans.
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13. FAQs & prrojects
Whaat projects or other initiaatives have o
or are being llooked at?
Redundaant equipmeent removal. The aircraftt are being re eviewed for the items
carried oonboard and d determinattion then maade if recomm mendations for removal can
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be put to the Departtments invollved.
Boeing aand CFM 2% fuel burn im mprovement programme – see the neew P.I.P
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program mme section..
Potable water and p potential reduction ‐ Boeing are to up pdate us in M
March on
progresss with their ssupplier regaarding accuraacy of the on nboard gaugees – while wwe
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wait we continue to look at how w we can do it now
TAF and METAR accu uracy ‐ we h
have been teesting suppleemental weatther feeds ass
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well as lobbying Statte authoritiees to either
o Publish TAFss / METARs if they do not already
o Improve how w they gatheer their data to improve accuracy and d therefore ttrust
and ‘planability’
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Review o of the Hub PProtection annd low visibility fuel planning policiess
Airplanee Performancce Monitorin ng (APM) triggger points aand accuracyy values –
Honeyw
New pro
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well and Boeing are due to come backk to us shortlly
oducts. This includes maanufacturers of existing e equipment used but with h a
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lower w weight than thhe fitted equ
uipment as w well as new technologies such as pain nts
and metthods of analysis. You already have light weight oxygen bottles onboard –
review o of glass bottles by Producct starts in a month. One e ‘nano’ tech
hnology vend dor
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contractt with OSYS ffor their fuell management programm me. Kick off meetings haave
occurred d and we aree aiming for 2Q 2012 softt roll out, 3Q Q live across the businesss.
What hu urdles and chhallenges did
d we find?
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o Data Qualityy ‐ for example lack of vaalidation on returned paperwork info o
o Date Gaps –– who has thee data and how do we geet to it consistently
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uses ICAO, oothers use FZZ instead of FFDB etc.
o Existing systtem vendor aattitude and flexibility – aa lot move slower than w we
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want to
o System limittations – nott all data can be stored in n a usable format
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Runwayy specific and d a sub set off time of dayy specific taxiitimes
Revised OOOI data ffeeds
APU heaalth monitoring to includ de APU usagee statistics
Single enngine taxi (in
n or out)
Ground power ratheer than APU
Inflight C
CG adjustmeent
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UAEE AIC 04/2006 – this mustt mean it is m
mandatory to
o carry 20 mminutes extra fuel?
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The purpose of tthis AIC as viiewed by Dubai ATC and flydubai:
Emirates Centre is not able to paass an Estimaated Time fo or an Approach, so any
holding up to 20 min nutes would be passed as a ‘No Delayy’ message
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Crews shhould be aware that stan ndard phrasees only durin ng a low fuel situation mu ust
be applied – MAYDA AY or PAN on nly. Phrases such as ‘Fue el Emergencyy’ would not be
recognissed
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The reguulatory requirement is sttill as section
n 6 of the AICC, but the remmainder is fo
or
the operrator to interpret througgh their fuel ppolicy realising that a divversion may be
required
d if an holdin
ng requireme ,I
ent exceeds tthe fuel carrried onboard d.
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I muust land at Du ubai with 2TT of fuel + con
ntingency
While flydubai w was being esttablished a C Company req quest was established forr crews to plan
to laand with no lless than 2T at the plann ning stage in Dubai. This allowed for crews to gett
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stagge. The flightt planning syystem also auutomatically ensures that 2T is the mminimum fuel the
system will plan for arrival.
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14. Summary
Opeerational conditions or lim mitations maay require more planned fuel or increeased fuel bu urn.
Nevertheless, th he total amount of fuel saaved in one yyear is the to
otal of everyy effort madee on
everry flight. 10 kgs may seem insignificaant, but when it can be saaved over 42 2,000 + sectoors
the total benefitt becomes veery measurable and veryy real.
An eeffective fuel and cost management p program connsists of multtiple factors::
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‐ Compan ny culture
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‐ Information, proced dures and guidelines
‐ Leadership
‐ Individual responsib bility
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‐ Focus
‐ Feedbacck and follow w up
flyduubai manage ement is respponsible for much of thiss, but our company’s cultture is the su um
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of evvery individuuals actions aand accompllishments. Inn other word ds: If you are not already
doinng so, there iis no reason for not following these p procedures, starting from m your next
fligh
ht.
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No o other employyee groups h have the potential to redduce operatin ng costs morre than our ppilot
Receent studies in ,I
and operational teams. You are in contrrol of the fleeet for 90% off their usable
ndicate that we continuee to land in D
e hours a dayy.
Dubai with ovver 3,000kgss of fuel. Doing
whaat we can to reduce this tto nearer thee planning figgures will result in savinggs of at leastt
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AED D 3,500,000. Lets do whaat we can and d continue too strive for eexcellence.
Our fuel goal forr 2012 is to p
put in place tthe required policies, pro ocedures and d support
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Than me to familiarrise yourself with this document and good luck!
nk you for taaking the tim
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Feeedback or ideas? Please subm mit these via the ‘O
Operationaal
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Effiiciencies’ report cattegory on EFOS. Iteems relatin
ng to actual flights
sho
ould use th he normall categoriees available.
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