Top 10 tips to save fuel | Great procedures for pilots
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- čas přidán 5. 08. 2024
- 10 tips to save fuel for aviators.
1:30 Tankering
2:40 Ground operations
4:40 Track distance
6:03 Air conditioning
7:10 Climb profile
8:50 Cruise level
11:58 Descent (revised)
16:40 Delays
17:40 Approach - Věda a technologie
Each of your tips was valid. I used each and every one on the aircraft I flew. My airline flew 120,000 flights per year and saving just one kilo per flight is worthwhile. For me though, the biggest saving was departing a few minutes early. Obviously you don’t leave passengers, their bags or cargo behind but departing early means you can fly at optimum economic speeds instead of flying flat out to make up time. Remember though that flying too slowly accumulates more “time” charges so you have to be given your own airline’s minimum cost index (or minimum speed vs fuel price). The other savings, especially at big airports are having the cabin secured early and having intersection departure pre-calculated. This means that you can often depart ahead of aircraft ahead of you. Another way of saving fuel is to adjust your landing flap setting to both reduced approach power and/or give reduced taxi time remembering that you have to allow two minutes at idle (or as specified). Fuel saving in an airliner though is best thought of as being a cross between art, skill, knowledge, luck and magic.
I flew F27, F50, F70/100, Embraer 190/175.
Great work, Magnar!
All written down, thanks very much
I accidentally came across your Channel when I was reading a comment by you on another Channel. It was a knowledgeable comment which intrigued my interest in your background, so I followed the links, saw your list of videos and subscribed.
I've done that series of actions before many times, and it amazes me how my subscriptions to interesting Channels has grown.
Somehow, the process of commenting on other Channels can be a source of new subscribers for you, but it's quite likely to be a slow organic process, and not worthy of spending an enormous amount of time doing it.
Yeah man
Hello Captain!
Thanks for these great ATR videos, helped me a lot during my type rating training.
Just to clarify:
As per my understanding, engine manufacturer recommends that before shutdown of engine, power lever must be kept below flight idle (also not on reverse) for at least 2minutes and condition lever on feather for at least 30seconds before fuel shutoff.
But, again, as per my understanding, engine manufacturer does not state anything about condition lever position during that 2minute window. So, condition lever could be on feather for 2minutes (minimum or 30sec checked) when also the power lever is positioned as mentioned above.
By keeping the propeller feathered you would enhance engine cooling and also burning a little less fuel, also engine would be running for about 2minutes compared to 2,5minutes if 2minutes below flight idle + 30sec on feather.
Do you agree on this one?
Best regards,
ATR 72-500 Co-pilot
No, I don't agree. As you wrote, the engine manufacturer recommends that the engine runs for at least 2 minutes in ground idle (below flight idle) and then for at least 30 seconds with the propeller in feather.
When the engine runs in ground idle, the condition lever is in AUTO. This enhances engine cooling, as the propeller provides an airflow around the cowling.
The purpose of the 30 seconds is to allow for the oil used to feather the propeller to return to the oil tank. If you shut down the engine without waiting for 30 seconds, the sight-glass on the oil tank may show too little oil. If oil then is added, there's a risk of getting too much oil in the tank. This can damage the engine.
Taxi using APU pwr...upon reaching altitude cancel the flight plan and request GPS direct....on approach , ATC permitting; disregard the procedure turn and request a visual approach....never use the speed brake...just glide ...
Patrick Masai, WTH are you babbling about???
Very instructive video, thank you!
For the descent phase, wouldn't be the most economical to fly the descent at best glide speed and flight idle (or zero thrust/drag power setting, at least)? Of course, you will always have a different angle depending on weight and weather, but I think this would be the most effective way to save fuel in this phase.
The speed for best glide is very slow in a turboprop, so it's not practical. We have to blend in with the jets in the arrival phase. But reducing the speed by 20 kts helps a lot on the fuel consumption.
@@FlywithMagnar dear Sir, im an aspiring pilot and I hav a question which is, do we hav to pay for our fuel each time we take solo flights during our training ? or is it jus deducted from our fees?
Once I was in a turboprop and I saw the person filling the aircraft spilled over 10 litres and there was no panic !! Think of fuel efficiency 😮
In your example of using 2.5 vs 3.0 vs 4.0 deg descent, couldn't the tailwind also have effected the discrepancy from between the FMS and FCOM?
The effect of tailwind or headwind is calculated by the FMS. So, the answer is no.
Guys don’t forget that the devices on board burning fuel are actually the engines! So consider turning them off during the flight and use instead the airplane’s battery, like my hybrid car does! Airplanes have big batteries, just like hybrid cars, they are meant for this
Becaure of the weight, airplane batteries are very small. On an ATR, the batteries have enough power to start the engines 6 times, or to power the essential inctruments and systems for 30 minutes + a 10 minute reserve that can be used to land the aircraft.
Hybrid aircraft are in the making, as well as hydrogen powered aircraft. But first, we will se aircraft being certified for sustainable aviation fuel (SAF).
With a quick calculation from that QRH excerpt, in a zero wind condition and fully loaded, the consumption is about 2 liters per passenger per 100 km. Not much!
You forgot the best fuel saving aspect of the ATR. Fuel tanking into destinations where fuel is more expensive to buy. We almost always tanker fuel into destinations into where the fuel is more expensive to buy. Yeap, you might burn a bit more fuel going in, with the extra 800kg or so fuel load (its normally only a matter of around 10kg more), but it saves buying the return leg at a price which is significantly higher.
The ATR is brilliant at this with the payload abilities of the aircraft, it is very seldom you cannot tanker fuel in (based on legs up to 1.5hr).
With short legs and an efficient and fuel efficient aircraft: just buy the fuel you need at the place where its cheap, unless you are payload limited which is almost never.
You are absolutely right. Tanker fuel can save money and turnaround time. The reason I didn't mention it in the video, is because it is about saving fuel.
Do you fly in Nigeria, Greenafrica?
yes he said in a video
Never carry an extra paper clip (extra wt) if u don't have to...
Why atr shuts down its engine 1 while taxi after landing?? I always see that??
1) To save fuel. The aircraft can easily taxi with one engine. 2) To reduce the turn-around time. When the aircraft arrives the parking, propeller #1 has already stopped. Propeller #2 is stopped with the propeller brake, and then, the doors can be opened.
@@FlywithMagnar dear sir, my question is that I have already asked lots of my captain of my airline but none satisfied me, that then why we don't do follow this on a320 b777 and other aircrafts i think a320 and b777 needs to get more fuel save and a320 needs to get less turn around time why why it only happens to atr why not a320 b777??
First of all, the aircraft must be certified for taxi with one engine shut down. Not all aircraft can taxi safely with one engine stopped. For example, I'm not sure whether the B777 is certified for single engine taxi.
Secondly, it is up to the airline company to decide whether they want to follow this procedure. I know about some A320 operators who use single engine taxi to save fuel.
@@Aviatorammar it happens on the a320.
@@FlywithMagnar sir noted but tell me this is a good practice so why not all are certified,
Sir please clear me that what do you mean by certified either this is manufacture certification or operator certification you are talking about.
Third, please clear me that why not all a320 just follow this why only some a320 follow this procedure, i think this is good practice and every airline A320 also must follow this why only some a320 follow this?? What is the real cause behind it??
Declare minimum fuel upon approach and overtake the holding pattern ©e°...