Fuel Guidance

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ersion2 ‐ Company Co fidential

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Jan 2012

Ta le of of Co Contents 1..

Introduction............. tion ................................................................................................................... 4

2..

Preflight ......................................................................................................................... 6

3..

4..

5..

2.1.

Ref rences....... rences ............................................................................................................. 6

2.2.

Cost Index (CI).. (CI)........................................................................................................ 6

2.3.

Fuel planning ......................................................................................................... 7

2.3.1.

Extra Fuel ....................................................................................................... 7

2.3.2.

Tankering nd cold soaked fuel fro t ............................................................ 8

2.3.3.

Planning without a destination alternate........... rnate.................................................... 10

2.3.4.

Reduced Contingency uel (RCF) procedure ............................................... 11

2.3.5.

Policy Fuel .................................................................................................... 11

2.4.

Aircraft loading and takeoff CG ........................................................................... 11

2.5.

FM programming............... ing............................................................................................... 12

2.6.

AP managem nt................ nt................................................................................................ 13

Start, ta i and takeo f .................. f .................................................................................................. 14 3.1.

Warm up.......... up .............................................................................................................. 14

3.2.

De arture dela s ................................................................................................. 14

3.3.

Taxi speed........ speed ............................................................................................................ 14

3.4.

Choice of depar of departure runway vs. taxi tim s .......................................................... 14

3.5.

Fla setting on eparture .................................................................................... 15

3.6.

Reduced takeof f thrust f thrust........ ........................................................................................ 15

Departu e and climb.................................................................................................... 16 4.1.

Initial climb out profile management..... agement .................................................................. 16

4.2.

Derated thrust limb ........................................................................................... 16

Cruise Management .................................................................................................... 17 5.1.

Cost index vs. L ng‐range cruise ......................................................................... 17

5.2.

Lat ral track m nagement .................................................................................. 17

5.3.

Ver ical profile

5.4.

Airc raft trim ......................................................................................................... 18

5.5.

Replanning....... lanning ........................................................................................................... 18

anagement............................................................................... 17

6..

Descent ........................................................................................................................ 19

7..

Holding ........................................................................................................................ 20

8..

Approach and landing ................................................................................................. 21

9..

8.1.

Basic principles of decelerat of decelerated approac ............................................................ 21

8.2.

Fla 30 landing .................................................................................................... 21

8.3.

The cost of a of a missed approach ............................................................................ 21

8.4.

Use of reverse of reverse thrust after l nding ..................................................................... 21

Post flig t reporting. reporting..................................................................................................... 23

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Jan 2012

10. Dubai specifics......... ecifics ............................................................................................................. 24 11. Commo pitfalls .......................................................................................................... 27 12. Boeing P.I.P Package.................................................................................................... 28 1 . FAQs & rojects ........................................................................................................... 29 14. Summar ...................................................................................................................... 31

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Jan 2012

1. Introducti on The intention of this docum nt is to ensure you are informed about fuel. It is not intended to act as a blan et statement, but rathe as a refere ce point to enable you o have a bac ground insight to help ou in making informed ecisions on fuel uplift a d usage. e hope to provide a little education and a little guidance that will increase con idence through better knowled e and refer nce materi l as well as providing visibility across multiple business units. In t is revision e will give ou some additional det il / clarification on existing content, update you on ngoing or c mpleted projects as well as insight into what is being plann d and reviewed for the future. Wit high fuel prices and fierce competi ion only th most cost‐ onscious ai lines are able to exp nd their m rkets. Fuel ounts for al ost 35% o flydubai’s t tal operati g costs, and flight crew are key personn l in reducin fuel consu ption. Alth ough nothing is new with respect to cost avings, we an improve the efficien y in our op rations by i creased focus, better routines and stricter uel plannin . We are also sure this can be achie ed without any red ction in flight safety. To give you some numbers bout how t is affects fl dubai. Every US$5 barrel increase i Jet fuel adds appro imately AE 40 million o our annu l costs. The chart belo illustrates quite clearly ho the fuel price we pay ow is differ nt from a base price th t has been et as October 201 . Per USG o JetA1 we n w pay nearly 80c more than 14mo ths ago, but at worst this year it peaked at nearly $1.20. Prior to that we had s en only a 3 c movement since our launc .

Rise in fuel pri e at our main ase over the l st 14 months USG.

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Jan 2012

A 1 saving of the 2012 pla ned fuel budget will sa e close to AED 9.5 million. On a 3 hour flight with 7t pl nned fuel u age, that is only 70 kgs. There is def initely a potential of saving much more! These are big n mbers so le s put them into some c ntext arou d our operation and th cor product w sell: A 1 fuel savin is the equi alent of us selling over 6,000 seats at our average fare bracket. Tha would take 155 aircraft to achieve t 70% load factor flying 5 sector da s for 31 days straight. Or it c n be the equivalent of having an aircraft free fr m lease fees for over 7 mo ths. If you onder what this would equate to i ancillary sales in the cabin.…well it means selling n arly 380,00 onboard ovies or ap roximately he same number of Co bo meals. To achieve those kind of numbe s would be o easy task but a 1% r duction in our fuel burn is something that is well withi our abilitie s. flydubai is transitioning into a steady gr wth patter but we have a huge volume of new routes and syst ms – this has made our historical fuel data limit d. The goal is to create a fuel database which can be hared will all stakehold rs across o r Company ‐ including you ‐ to keep every ne informed in this important area. You will re d more on this later in the doc ment. Hist ry shows that airlines focusing on f el savings a e able to reduce the ave age fuel co sumption f r each flight – year afte year! A fu l policy gro p already e ists and not only ta es feedback given in to the airline for methods f improvement and reviews the against a usiness cas and operational feasibility study, but also looks at what is bec ming available in the market and h w it can be applied. Th FAQs section tells you more on this. There are numerous possibilities of savi g fuel outside the pilots’ areas of responsibility. flydubai encour ges every pilot and operational tea member to give feedback on area for improvement – many of you have and we’d appreci te it contin ing. As you all know, th re are also other c sts than th cost of fuel to be consi ered. Main enance & engine opera ing cost s, crew costs, delay cost s and a larg number of flydubai specific param ters that all ma e up the total cost of us operating a flight. Is it all about fu l? Simply put no. Euro Eur pean Emissions Trading plans wher for, the amount of carbon e itted by a pur hased on the open mar et and the bonus is also fo nd in flydu ai helping t gen rations.

e has alrea y started it implementation of airlines ar responsibl for, and m y need to p y light. In time carbon cr dits may need to be arbon used has a direct relationshi to fuel use . A preserve t e environment for our uture

Saf ty is our fir t priority. Always. Sho ld any of the recomme dations giv n in this

ma ual, in your opinion, violate your co cept of flig t safety, you know how to prioritise. A good and profe sional pilot or operational team me ber is one hat operat s safely and effi iently. This manual covers all flight phases, fro pre flight lanning to ost flight reporting. For easy reference a sho t summary is included at the end of each chapter.

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Jan 2012

2. Preflight A k y factor in the preflight planning ph se is an accurate flight planning to l. Pilots frequently experiencing tha actual fuel differs from planned tend to add extra fuel for unc rtainty. Flight plan opti isation sta ts at Sched led time of departure ( TD)‐9 and r ns to around STD‐ when the flight is filed ith ATC an sent to the crew briefi g system. The flywize flight planning syste is settling in to flydub i, but experience so far and your fee back throu h the flight planning an crew briefing survey suggests that the predicti ns are accurate. If ou experie ce otherwise, please re ort it via EFOS. We have three areas of foc s at present to improve within the flight planning system – WY selection based on ind pre ictions, auto tankering nd provisio n of extra fuel decodes. Another key fac or in the ar of saving f el and cost is the neces ity to depart on time. Minutes lost be ore pushba k will be extremely exp nsive to catch up in flig t, and late arri als will inevitably produce repercus ions, e.g. lost connections. On the length of sectors flydubai fly, even if we wanted to, it is difficult to re over more than 10‐15 inutes by fl ing faster and the c st of doing so will normally outway any commercial recompense. Crews sho ld always plan to fly flig ht plan cost index unles otherwise riefed by NCC. Our stra egy is to m ke up time on the turnaround. Ma y delays are outside crewmember con rol, but Co mander an Senior Cabin Crewme ber leadership and action is essential when unforese n events oc ur. Make things happen instead of aiting for t ings to happen!

2.1. Referenc s The Flight Crew Training Manual contains guidelines on how to perate the ircraft as effi iently as possible. Know all these te hniques an use them s appropria e on your flight: Ch 1 Ch 3 Ch 4

Drag Factors Due to Trim Tech ique, Primary Rudder T im Techniq e Reduc d and Dera ed Takeoff hrust Reduc d Thrust Climb, Transiti n to Climb, Climb Spee Determination, Econo y Climb, Optimum Altitude, Cruise Speed De ermination, Step Climb, Cruise Perf rmance Econo y, Descent Speed Dete mination, Descent Path Descent Pl nning, Descent Rates, Holding Flap S tting for La ding, Mane ver Margin , Approach, Delayed Fla Approach

Ch 5

2.2. Cost Inde (CI) Effectively ECO . The inten is to minimise overall cost. CI is the relation be ween time osts and fuel costs. t CI = 0, time costs nothing compar d to fuel. At CI = 100, an extra minu e of flying time is co sidered to e 100 times more expe sive than a kilo of fuel. The 737NG I ran e is from 0 o 500, whe e 0 gives m ximum ran e airspeed nd minimu trip fuel, and 500 gives you close to VMO/ MO. flydubai internally limit the CI at the planning stage to CI250. In fl dubai, the ollowing in uts are use for CI calculation: 

fuel price

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time dependent maintenance c st

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crew cost

flywize then cal ulates a sp cific CI for t e individual route. Fuel price updates occur twi e per month and he calculati ns adjust instantly when a new pla is run.

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Jan 2012

Fuel planning to the destina ion alternate assumes I 10. For all normal operations the CI on the f lightplan sh uld be flown. NCC hav the authority to i crease CI d e to unforeseen operational events. This is aut orised to reduce the pre icted total ost of the e ent. This ay be due t weather c anges, night jet bans or cre hour limit tions where not operating faster th n our normally calculat d CI would result in a far hi her cost. This procedure is however not likely to be used frequently an you will be brief ed if it is required and r quested. A post flight report via EF S should b completed whe ever you d not fly the planned CI. So e routes we operate ha e started to see a planned CI above fuel optimum such as C B. This is monitore d and revie ed every 3 months for ontinued feasibility and other operational impacts.

2.3. Fuel plan ing flywize takes into considera ion forecast weather, a d plans for he most pr bable departure and arrival routing based on nown constraints. It is ossible to set priorities bas d on know runway pr ferences lo ally but SID & STARs h ve to be manually con igured. In case of a variable wind the system al o cannot determine the likely runw y in use so a manual interventio is required. Feedback ia EFOS is e sential to c ntinue to k ep these constraints and probable routes a accurate a possible. We continue to work with t e vendor to simplify th wind weighting system used that affects runway election. 2.3.1. Extra Fuel Extra fuel is det rmined by the Commander, and is sometimes s lected to c ter for unf reseen eve ts. In the a sence of any non‐standard planning factors, it i company policy to carry the minimum fuel r quired, cor ected for a y increase r decrease in Zero Fuel Weight (ZFW). easons ext a fuel may e appropriate can inclu e: 

ZFW ris

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Aircraft defect

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Enroute or destination weather

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Runway in use change

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ATC en ironment

Roundtrip fuelli g on non c st efficient ectors for t nkering should not be lanned unless a turnaround issue or rolling elay results in a direct r quest from NCC to do this. An dditional u lift of 300k s on top of lightplan fu l is granted to all Com anders without the requiremen to report post flight on the specific reasons for its loading. Quantities abo e 300kgs must be repo ted post flight so that t e planning rocess can e reviewed and adjusted as deemed appropriate. Boeing data illu trates that 1% decrea e in landing weight will result in a 0.75% reduction in trip fuel. As an example n a 3 hrs fli ht with an stimated la ding weigh of 60t and planned trip fuel of 7t a 1% decrease in landing wei ht equals 6 0kg. A 0.7 % reductio in

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Jan 2012

trip fuel equals 3 kg. As e er this doesn’t sound li e a significant number but when mul iplied by the estimated number of sectors plan ed for 2012, the reality is that it has the pos ibility to sa e 2.3 millio kgs of fuel. On any flights there is no room for re ucing plan ed fuel by 600 kgs. The point is that extra fuel carrie d costs money and that he flydubai total amou t of fuel saved is the su of eve y kg saved n every flig t. If we do ot have an perational reason other than "nice to hav " for extra uel, we pro ably should not. If ther are operational reasons you proba ly sho ld. If a ditional fuel has been a ded by the Dispatcher (for weather or an MEL i em for exa ple) you s ould find a omment on the flight plan or in the briefing pack under Additional Information. Contingency Fu l is carried f or many of the same re sons that pilots tend to carry extra f uel for. Be fuel smart! Also rem mber that ven withou extra fuel e have in flight re‐plan ing tool s available i order to reach the destination as i tended. The Commander can also select to remove fuel from the flight a d advise N C. This ma be by seeing that t e planned ayload has ecreased, a weather update allows for a more favourable alternate or that due to a delay policy fu l added ma no longer e appropriate – for xample wh n landing outside of a planned pea period. Th Commander must however alw ys carry at least the leg lly required fuel to complete the fli ht. We are working to improve policy fuel depiction an description on the flight plan to help pre ent double allocation o fuel as well as improve reporting a d data char ing. Our Commercial team are working to provide accur te trends in no show passengers an late purchase routes so that ZFW accuracy can impr ve. Our ev lving busin ss opportunities h ve added t the challenge of keeping the ZFW planned as a curate as pos ible – trans er passengers, cargo, baggage allowance includ d in the tic et price for certain routes e c all have a process impact. ZFW monitoring is ngoing

2.3.2. Tanke ing and co d soaked f uel frost A n mber of cities either ha e regulated fuel prices abo e what wo ld be seen s an averag for flydub tool a calculation on the coefficient of transport ver results in a posi ive or negative cost to t nker fuel. see on the flight plan what this positive r negative see if when run ing the flig t plan.

r limited supplies that f orces the price i’s network. Within the flight planning us the cost of the fuel is made and this t present it is not possi le for you to alue is, but the Dispatc er can clearly

A n mber of factors affect hether we tanker fuel even if it is p tentially price adv ntageous. hese are n rmally payl ad and deicing availability /cost. A higher payload will result in the aircraft bei g nearer th structural landing limits and so there will be le s pot ntial to tan er fuel. Deicing costs a well as and cold soake fuel frost are two item that deserve further explan tion.

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Jan 2012

Carriage of a large quantity f fuel on a long flight (2.5hours+) can cause the fuel to cool and cau e non environmental wing icing known as cold soaked fuel f rost (CSFF) . The five principle parts are 

Fuel qu ntity in the wings

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Fuel te perature

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TAT enroute

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Temperature at the airport of arrival

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Humidity

The following c art provide by Boeing rovides vis al guidance on when it may form b t there are some general tips: CSFF ca form any time the win skin is below freezing, he dew poi t is greater than th skin temperature, and he fuel temperature is ufficiently cold. Since the primary mechanism for CSFF form tion is convection, the uel temperature just aft r arrival is ost relevant. CSFF rate of formation does depend on rela ive humidit , as well as a number of other factors. CSFF formation is highest wit higher relative humidity levels but the chart a plies to all relative humidity levels. At least 1,500kgs of fuel is in the main tank

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B eing fuel tea

data

It o curs more f requently o the 737NG because of he design of the fuel tanks (the tanks are located closer to the wi g skin), the higher oper ting altitud s, longer range and the ten ency for airlines to tanker fuel in th main tank for short turn‐arounds or as fuel prices rise. flydubai’s fleet is equipped ith the bla k wing CSFF marked areas illustrate in the FCOMs rela ing to CSFF. flydubai al o holds GC A approval for this procedure. An estimate of 3,000kgs per wi g tank (depending on density) would take the f el to the boundaries of the marked areas.

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Jan 2012

Tan ering does offer flydub i a great co mercial advantage wh n it is possible. The savings can range from $10/t to $1800/t and ov r a number of sectors t e totals so n pass $2 million per ann m. However deicing co ts per even can cost between $1,0 0 and $2,000 depending on t e station. utside of c re winter onths deici g stations ay not have flui stock or st ff available to provide deicing. If the factors exist that coul be expected to result i CSFF at th planning stage NCC may loo to limit tot l landing fuel to 5 or 6 tonnes or less. If C FF is a concern make a f inal review: 

Length f flight

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Conditi ns around the destinati n airport

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Planned Ground Ti e

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Temperature pattern from arriv l to depart re time

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Availability of deicing if required or just war

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Fuel transfer procedure in coor ination wit MCC

fuel

2.3.3. Planni g without a destination alterna e The OM‐A 8.1.2.4.2 gives you the possibility to plan a flight with ut selectin a destinati n alternate. The iddle East has some of the most stable weather in the Worl , and there are often many opportunities where an alternate can b dropped in accordance with the reg lations. Many of flydub i’s destinations have two separate runways and instrument approaches. Be sure to also recheck NO AMS to ensure no shorter term closures or do ngrades aff ct this. There is the requirement to carry 15 mi utes additi nal fuel wh n no destination altern te is specified but his can often still result in a lower t tal fuel tha carrying an alternate would req ire. In S pt 2011 a t ial was star ed on the DXB‐KWI route. This was selected for 3 main reasons: 

It has a high volume of daily flig ts – this m ans crews are more likely to be familiar with th airport and we will hav a high nu ber of flights that this could be use on

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Enroute to KWI there are 3 other flydubai D stinations

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Weather is generall good

Up to the end o Dec 2011 t is option h d been use on 221 flights. On ave age pilots added 367kg of fuel. Of the flights that dded fuel only 68 used some of the fuel added by the crew and o average o ly 81kgs was used. On the DXB‐KWI route fuel is normally f und rather than lost. The reduction in fuel, lus the additional cheaper fuel we have then been able to load in KWI because of our lowe fuel on arrival, provide a saving in only 3 mon hs of AED 106,000. Other airports t at would li ely qualify f or this trial r crew self election to proceed wit out a destination alternate include AMM / BEY / DAM / BP and SVX. Many factors go into the

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Jan 2012

suit bility (such as winter o s) of if a de tination is a sensible ch ice, outsid of whether it me ts the mini um policy requirement.

2.3.4. Reduc d Conting ncy Fuel ( CF) proce ure For unforeseen events, a fli ht is requir d to carry c ntingency f uel. Using t e 3% proce ure inst ad of the standard 5% henever p ssible offer a great possibility to carry less fuel, esp cially on lo ger flights. ave in min that an en oute altern te requires the same weather as a destination alternate. As an e xample: Flig t data: FZ5 4 KTM‐DXB TOW 75t, LW 62t, trip f uel 13t, total distance 1 34 NM. Th enr ute alterna e has to be within 345 M (20%) of track and maximum 430 NM (25%) rom DXB. This should normally not be a pro lem flying i to DXB, but may be a p oblem at remote location s. For practical purposes cont fuel will never be less than 18 kgs (5 min), whi h basically eans that hen the tri fuel is > 4t the percen age fuel will be higher. 5% f 13t is 650 kgs. 3% is 3 0 kgs, which gives you 60 kgs for extra payloa or reduced TO . A lower takeoff weig t may allow a further reduced thrust ability which can again pro ide a long t rm cost saving and engine benefit. To add a comfo t factor to t is example a buffer could be added to the 3% figure. If 100kgs was added (i.e 3% + 100kg) or an unfa iliar route a saving of 1 0kgs would still be made and over just 1, 00 sectors that has the ability to sa e AED 600, 00+.

.3.5.

Policy Fue

Bas d on experience, it is sometimes smart to carry some extra uel. Flying i to a high density airport uring peak ours with a high numb r of change in clearances or extended hol ing may be an example. Carrying Ex ra Fuel is at the Commander’s discr tion. Carrying Poli cy Fuel is at flydubai’s discretion, int nded to set a standard fuel policy f r expected eve ts. Policy F el is not a l gal require ent, and the Commander may disr gard this, taking factors like win s, weather, performance, payload, traffic, etc. i to consider tions. Policy:

It is not desirable to plan on la ding with a fuel amoun that will activate Amber caution for low fuel during ap roach and se of the n n‐normal c eck list. Flight Crew should plan to land with a minim m of 2.0 to s of fuel w ich can incl de your planned contin gency fuel.

Note:

flydubai implemented arrival delay 3Q 2011 for Dubai in the flight lanning sys em. On th OFP it appears as ‘Disp Extra’ f el. The Dubai specifics section has more infor ation. As menti ned previo sly we are orking with the system vendor to find better w ys to defin / explain the reason for the extra fuel that is automatically added.

2.4. Aircraft loading and akeoff CG Maintaing the CG in the mid to aft rang of the allo able CG limits will lower drag and s also lower fuel urn. Loading the aircra t for a take ff CG great r than 21% ill result in red ced enrout drag and also provide takeoff performance b nefit. flydubai does no aut orise inflight adjustment of CG valu s.

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Jan 2012

CG ange

Drag effect

8‐1 %

+2%

13‐ 8%

+1%

19‐ 5%

0

26‐ 3%

‐1%

flydubai has moved away fr m a loadin plan of 1/3 forward, 2/3 aft as the business model has evolved. With cargo an transfer tr ffic increasing the simplified loadin technique could not support the operational needs. In t e last week of Decemb r 2011 the average planned takeoff CG was 21.4%.

2.5. FMC programming The 737 aircraft is equipped with a sophisticated FMC including Cost Index (CI) capability wit very accur te time and fuel predictions. Like any computer, the quality of the information entered into th FMC will d termine th quality of the output. Insert the most accurate av ilable infor ation into the FMC; the dep runwa , SID with appropriate tra sition, the FP route with the expe ted arrival rocedure (STAR or FMC Arri al) and lan ing RUNWAY. In addition, load the ruise and d scent winds found on y ur flight plan as th se will be used by the F C to furth r refine co putations. Insert flight lan CI. It is important t at the corr ct flight nu ber and ID NT is used n FMC initi lisation. The functions o the FMC are however limited: 

Optimu

altitude ( PT) is the altitude at th current gr ss weight a d speed

schedule that mini ises instant neous cost when in EC N mode. It is based on still air perf rmance i.e it mimics th FCOM data by not considering the ctual and or forecas winds and emperatures aloft or th downrout impact. 

Recom end altitude (RECMD) i not available on the 737NG fleet which also considers the down oute path ( 00‐500nm) and includes the curren and forecast winds and temperatures availab le.

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FMCs d not encompass an aut matic ‘look down’ abilit for a step escent but instead focus on a ‘look up’ step climb.

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The FM will offer t e ability to evaluate a Step Climb a d an optim m step poi t will be rovided based on mini um cost in CON mode ‐ but again his optimu point w ll be in still ir .

The flight plan suggested le els should therefore be followed unless they result in an un ble message due to MAX ALT exceedance. ny such ev nts should e reported ia EFOS.

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Jan 2012

2.6. APU man gement While always keeping the comfort of pa sengers in ind, efficie t APU man gement ca yiel significant savings. Aft r landing, a oid startin the APU earlier than necessary. After engine sh t down, keeping the AP BLEED off reduces AP fuel consu ption by as mu h as 35%. The B737 APU burns approximately 105 g/hour or nearly 2kg/minute. Redu ing APU time by 5 minutes per s ctor, can save flydubai lmost 450 tonnes of fu l per year – that’s AED 1.7 million. APU health mo itoring will e impleme ted in 2012 that will pr vide us wit an accurat dat feed of fuel usage levels and APU activity. We have specific requirements during S mmer peri ds regarding Hot Weat er operatio s. Staf f and passe ger comfort must come first during these extre es.

Note

flydubai has evaluated APU cos s vs handling agent agr ements for available ex ernal power, both at DXB and at our estinations several tim s. Previously keeping the APU running has proven to be less expensi e but that is changing a contracts evolve due to our buying power. Prefli ht summar … ‐ when possible, plan without a destination alt rnate

‐ ‐ ‐ ‐ ‐ ‐ ‐ ‐

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when it p ys off, use the 3% contingency fuel procedure do not ca ry more Extra Fuel than necessary normally, carry Policy Fuel as recommended by the comp ny use the Operational Flight Plan Cost Index enter cruise and desc nt winds in the FMC minimize the use of APU on the g ound. Don’t start it until it is needed minimize use of APU LEED air hot weat er ops – think staff/ pa sengers co fort


Jan 2012

3. Start, taxi and take ff 3.1. Warm up Warm up times can mean t at initial fuel burn is higher than it could be if engine start was delayed. Howe er a correct warm up a d cool dow schedule ill preserve engine life whi h in the medium to lon term reduces wear an tear, redu es mainten nce costs a d enables a longe time on wi g. 2 minut s is recom ended by Boeing and C M. After a prolonged shut own (6+ hours) or in cold weather operations C M increase recommended warm up times f 10‐15 minutes should be observe .

3.2. Departur delays So etimes flights may be a fected by a eparture slot time. If this results in a long taxi time and stand occu ancy permits, delay the pushback a d absorb the delay at t e gate with the engines shut down. Coordination with NCC, the Station and ATC will be required to achi ve this. With our expansion into the Euroc ntrol zone n accurate CTOT may be available early on.

3.3. Taxi spee Re ember that fuel burn with engines at idle on th ground is approximately 25% of cruise po er. Control axi speed with brakes a d keep thr st at idle, whenever possible. The car on brakes fitted to the f lydubai flee have reduced wear an tear when hey have fewer but more const nt applicati ns. flydubai SOP shoul be followed.

3.4. Choice of departure runway vs. taxi times At some airports there may be a choice f departur runway. The trade‐off oint regarding the cost of taxii g time vers s airborne time is difficult to establish, but a br ad rule of thu b can be provided – each airport is different and considera ions MUST be given to ID / air ay routings / other traff ic and ATC r quirement: Strictly bas d on fuel c nsumption, it mig t be worth hile to taxi an extra 4 inutes for every minute of airborne time saved. A flight departing in a direction 180 degre s from the intended flight course may need to travel an extra 5 miles in t e air. Prio rities should be given to takeofff performance t carry the r quired payload and on time perf ormance. Should an alternative runway direction give a shorter airtime but require a higher thrust on departure i can be ass med that t e direction allowing for a reduced t rust departure woul be more b neficial over time. Taxitimes are monitored an adjusted i the flight planning syst m on a mo thly basis. We hope to shortly introduce runway specif ic taxitimes and enhanc that again before the end of 2012 with a f rther suble el by time f day. The inimum pl nned taxi out time without hist rical airpor data being available is 0 minutes.

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Jan 2012

3.5. Flap setti g on depa ture A lo er flap set ing will sav fuel and help to increa e the assumed temperature or derate available. Although the flaps increase li t they also increase dra and fuel consumption. The actual fuel save between a flaps 1 or fl ps 5 takeof is small (<10 kgs), but once again in the lon run across every sector, every kg counts. Where an alternative flap set ing is required to eet perfor ance const aints it should be used to protect re enue. Fro Septembe 2011 to Decem er 2011 across over 10, 00 sectors e achieved an enviable 91% of departures with flap 1 utilis d. Of the r maining 9% a large pro ortion wer at airfields where perform nce limitati ns require the use of a alternative flap selecti n.

3.6. Reduced akeoff thr st The use of redu ed thrust, either derate or assumed temperature method, during takeo f will not directly reduce fuel consumptio . However, it will preserve engine life which red ces fuel co sumption o er time and it will help o reduce maintenance osts which directly affect CI. It will also reduce the likelihood o engine fail re due to the reduced s ress on the engine. he majority of engine wear will occ r at higher emperatur s ‐ a 1% red ction in N1 is equivalen to a 10º EGT margin protection. 10º of EGT margin protection can be equivale t to an extra 1,000 cycl s and preservation of 0.6% of speci ic fuel con umption. he upper fe degrees a e the most amaging. Consistent use of reduce tak off thrust will more tha double en ine life and prevent rapid performa ce det rioration. e operate in a challen ing environ ent which is particularly harsh on engine life. Bet een Septe ber and December 2011 the avera e derate on takeoff was 19.85% Start, taxi and takeoff summary… Coordinate pushback time to fit with slot time, de‐icing, e c  

When co ditions per it, use the eparture runway requi ing the leas total fuel burn





Use the lowest possible flap setti g



Use mini um required takeoff thrust


Jan 2012

4. Departur and clim 4.1. Initial cli b out prof ile management Spe d and flap anagemen during departure will greatly impact fuel consumption and flight time. If a light is dep rting away rom the int nded cours , and a tur cannot be initiated before a certain point, then cle ning up the flaps on sc edule will i prove departure effici ncy. Speed should not e increased above flaps up speed u til the aircr ft is wit in 90 degrees of the int nded course. If a light is dep rting in a di ection opp site to the esired enroute track, there may be some advantag s in maintaining the fla s setting and trading sp ed for altit de until the airc aft reaches the initial al itude wher a turn to t e on‐cours can be initiated. This will minimise the di tance travelled away fr m the intended direction. It will als maintain a low r speed in the turn and allow for a f aster turn r te. Accelerate to normal climb speed when within 90 degrees of the intended track.

4.2. Derated t rust climb Der ted climb t rust results in a longer limb segment, thus lon er time spent in climb. It results in slightl higher total fuel consu ption, but the overall ffect is currently seen a negligible. The verall cost reduction in ngine wear is currently noted to ex eed the fuel usa e but this c ntinues to e analysed and discuss d with CFM . Use FMC suggested climb thrust, and cha ge it only whenever op rational considerations like icing, turbulence, altitude restrictions, etc dictates. The normal eco omy climb speed schedule of the F C minimis s trip cost. It varies with gross weight an is influenc d by cost index. Climb summary ‐ Use the MC suggested climb thrust

‐

Delay ac elerating a ove flaps u speed until within 90° f the inten ed track

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Jan 2012

5. Cruise Managemen 5.1. Cost inde vs. Long‐range cruis FM ECON CRZ is a variable speed schedule that is a function of gross weigh , cruise altitude, cost index, and eadwind or tailwind co ponent. It is calculated to provide inimum operating cost f or the enter d cost inde . Headwinds increase t e ECON CR speed, tail inds decre se ECON CRZ speed, but not below the zero wind maximum range cruis airs eed. LRC is a variable speed sche ule providi g 99% of maximum range. Effectiv ly it a spee abo e MRC that will result i a 1% decrease in fuel ileage in terms of nautical miles pe kilo of f el burned. The FMC d es not appl wind corrections to LR . As a result, LRC is ideal onl for zero wi d conditions while ECO speed is optimized for all cruise wind conditio s and is a functio of minimu cost operations.

5.2. Lateral tr ck manag ment Wh n feasible, e active an ask for dir ct routings. If ATC agre report the DCT via EFOS so it can be resear hed further and potentially be impl mented as permanen planning it m. On ur network we have m ny opportu ities for thi : o

Enroute to KTM ‘DC ALI’

o

Within gypt enroute to HBE

o

In Saudi Arabia due to FUA (flexible use of airspace) agr ements wit the militar particularly enroute to AHB and TIF.

Re ember that we are a non ETOPs airl ine.

5.3. Vertical profile man gement Planning the m st efficient ertical profile offers great potential savings. In rder to evaluate optimum altitu e, evaluate different altitudes in yo r step climb altitude pr mpt on your cruise page, an insert fore asted winds in the wind field. The F C analyses all available FLs to achieve the inimum cost per groun mile for a selected CI. his will pro ide the best FL pro ile to be flo n for the c rrent condi ions. Highe CI values will tend to d ive altitude selection to lower FLs due t the higher TAS values. Changing winds may be a reason to cho se an “off ptimum” al itude. We ope to shortly receive an upgrade t the flight planning system that will in orporate the correction to the wind sheet at th end of eac OFP. Consider the fu l consumption increase in the follo ing exampl calculated in still air (o con tant wind conditions), hatever th FL: FLIGHT LEVEL OPT +2000 OPT FL OPT ‐2000’ OPT ‐4000’ OPT ‐8000’



FUEL PENALTY 2 0 1 4 9


Jan 2012

It may be advantageous to request an initial cruise altitude above optimum if altitude cha ges are diff icult to obtain on specific routes. This minimises the possibility of being eld at a low altitud /higher fuel consumption condition for long periods of time. In RVSM airspace aim to always be within 1000 ft of FMC optim m altitude. In non‐RVS airs ace aim to within 2000 ft of FMC o timum altit de. Fuel required for a 4000 foot enroute climb varies from 135 to 225 kgs depending on th airp lane gross eight, initial altitude, air temperature, and climb speed. The fuel increm nt is largest for high gross weights and low initial altitu es. Additio al fuel burn can be offs t by fuel savings in t e descent. It is usually beneficial to climb to a higher altitude if rec mmended y the FMC r the flight lan, provid d the wind information used is reliable. The fuel saved at higher alti ude does n t normally justify a step climb unless the cruise ime at t e higher altitude is at least 20 minu es.

5.4. Aircraft trim If the control w eel is displaced to the point of spoiler deflectio , a significa t increase i aer dynamic drag results. Additionally, ny rigging deviation that results in arly spoiler actu ation causes a significant increase i drag per u it of trim. T ese conditions result in increased fuel c nsumption. Even small out of trim onditions c n affect fuel flow by as mu h as 0.5‐ 1 .

5.5. Replanni g Mo itor fuel co sumption during the fli ht. The carried Conting ncy Fuel (if not used) is con erted by the FMC to Ex ra Fuel. If E tra Fuel be omes 0 or negative, you should replan. There is no minimum distance requirement to the d stination alternate infli ht. If fuel bec mes critica : 

contact Dispatch for an inflight f uel calculation from next waypoint to destination



check if the destination conditions still require an altern te



check t e benefit of CI = 0.



ask ATC for directs



update he winds

Cruise summary ‐ fly the OFP Cost Index

‐ ‐ ‐ ‐ ‐



fly the F C ECON CRZ speed be activ with ATC a d ask for shortcuts fly withi 1000 ft of PT CRZ ALT trim the aircraft pro erly proactiv ly monitor uel consumption


Jan 2012

6. Descent A properly plan ed and exe uted desce t has the p tential to save a lot of f el. Insert the des ent winds ell in advance and plan on a VNAV ath descent. If the desc nt starts early, the opportunity of regainin the optimum profile is vailable an should be one at as high an altitude as p ssible. Do not make it a habit to always undershoot target altitudes for comfort, but ca efully program the FMC and follow the profile u til adjustm nts are nec ssary. We continue to ork with Boeing and GE for progres on the ability to reinst te GE FULL. If lo , correct b reducing s eed to regain profile, o make verti al speed ad justments f r pro ile correctio n at as high altitude as possible. If high on profil , correct by increasing spe d rather th n using speed brakes. S eed brakes should not e a substit te for adeq ate des ent profile anagement and overall planning. The goal is to reach the I itial Approach Altit ude at the FAF and at the correct speed without the use of speed brakes or thrust. Changing winds traffic and TC clearan es often pr vents that, but focused, continuous energy monitoring and earl anticipatio of events ill minimize fuel burn. It is important t take corre tive action s high as p ssible to all w sufficien time for th extra energy to be burnt off with additional speed in case of an increasing tailwind, or to reg in the prop r profile as high as possible with increased thru t when in a increasing headwind. In a lean config ration and t idle thrust, the aircraf will descend approxim tely 1000 feet per 3 NM. Wh re possible listening to other traffic will provide an indication of the traf fic situation ahead as well as clearances hat are cur ently being given. This llows early potential ac ion to be taken to slow the flight, plan for v ctoring or holding or re uest an alt rnative pro edure with ATC. Descent summary… ‐ fly a VN V path descent

‐

aim at a continuous escent and avoid reaching a cleare or limited ltitude early

‐ ‐ ‐



make early adjustments of the v rtical flight path minimiz or avoid use of speed brakes where possible listen ahead and anticipate clear nces and the traffic situation


Jan 2012

7. Holding If h lding is anticipated, ask for an EFC time and ask if the speed can be reduced to dela entry into holdi g. Straight line (linear) holding will decrease fu l flow by approximately 5% compared to ra etrack. Entry to the hol ing pattern should be as high as po sible. Normally flaps up and FMC best holdi g speed will provide th lowest fuel consumpti n.

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Jan 2012

8. Approach and landi g 8.1. Basic principles of d celerated pproach Fuel flow in the landing con iguration is approximat ly 150% of the fuel flow in the clean con iguration. If the approa h is not bei g conducted in adverse conditions that would ake it di ficult to ac ieve stabiliz ed approach criteria, th final flap s lection may be delayed until just prior to 1000 ft above field elevatio . The flap selecti ns are mainly a function of altitude bove the ground rather than a distance to t e touch do n point an this permits improved energy man gement du ing the approach. Kee the aircraf clean as lo g as possible. Flaps are not designe as drag de ices but once exten ed do prod ce a notice ble impact n fuel use. ATC is unli ely to be aware of t e UP speed; often advising them will save an unnecessary early flap ext nsion. During high traf ic density situations, as ATC for an arrival sequ nce number and track iles to go. Decide h w to manage the energ and whether to slow d wn early to UP speed t pre ent excessi e downwin vectoring. If it is likely that the Amber aution for l w fuel will illuminate while on approach actions sho ld be brief d.

8.2. Flap 30 la ding Wh n conditions are appro riate, landi g with Flaps 30 has some definite a vantages. Reduced flap la dings will not only reduce fuel cons mption but also decrease noise emissions. When landing wi h Flaps 30, uel burn is educed by approximately 30‐50 kg. Fro September 2011 to D cember 2011 over 87% of all flights utilised Flap 30. This is n impressive figure when we ave a number of airfiel s where Fla 40 facilitates a stable approach but it is a decreas on the pre ious 92% b nchmark.

8.3. The cost f a missed approach Although delay d‐flap, reduced‐flap or low‐drag ap roach proc dures can s ve flydubai a significant amo nt of fuel o er time, if t ese procedures are ina propriately applied an unstablised approach and g around may result. The subsequent additional fuel burn will nullify all the fu l savings fo the entire light. With ut the ensuing vectorin and filtering bac into a landing pattern missed approach will use at least 1 0kgs of fuel. It cannot e ove emphasize that the first priority of the crew is to fly a safe and stable descent and approach.

8.4. Use of re erse thrus after landing At l ast idle rev rse is requi ed by flydu ai SOP. Ru way length and conditi evaluation of o ly using idle reverse is r commended. This redu es fuel con engine wear, but may incre se brake wear so use of autobrake i sensible. exis it also drastically reduces the risk of ingesting the material ack throug

ns permitti g umption and here FOD ay the engine.

Cooldown times must be re pected to r duce engin wear and reserve engine life. A nu ber of flydubai arrival r utes can re ult in particularly short inbound taxi times whic

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Jan 2012

star to infringe on the cool own requir ment – the Boeing and CFM recom endation i 3 minutes. Approach and la ding summary… ‐ fly a dec lerated approach

‐ ‐ ‐ ‐ ‐

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keep the aircraft clean as long as possible avoid dumping excess altitude too early use flaps 30 where practical use idle ngine reverse where possible respect ooldown ti es


Jan 2012

9. Post fligh reportin One item often not seen as core priori y in fuel co servation is reporting post flight. T is are however o fers a huge opportunity to react quickly to redu e unnecessary fuel use and cost . This may e as simple as FOD reporting at an airport, a reroute by ATC, a level cap on an airway or alt rnative taxi routes. All of these wh n added up over the se tors to a city pair produce so e level of i pact. Wh n issues are known by t e office ba ed team th y can be researched and questioned. This will lead to either a res lution or mitigation. EFOS should be used to complete the reports as it o fers the instant ability t notify the sup ort teams and provide isibility to all of the inv lved parties on what is eing done to see out the su mitted que y. It may b you are su mitting a q icker way of doing something in w ich case th sooner it c n become standard for a route the etter it is for flydubai. As an example ATC on a route towards Syria often offered cre s a shortcut. 2 crews rep rted this shortcut post light. A CO OTAM was issued asking for feedback on the sho tcut being available if r quested. orking with ATC this sh rtcut is still available to ay and annually sa es flydubai over $ 18,000…that’s nearly 145 seats at our av rage fare bra ket. As entioned i the preflig t section th Commander is granted 300kgs of f uel without needing to note its require ent. Uplifts of more th n 300kgs fr m flight plan fuel must have a report completed post flig ht to show the reasons f or its uplift. This is to e sure trends in req irements c n be used and as necessary adjustments made to the planning process. Cre s who do not note the reasons for the fuel upli t via an EFOS report will be contact d to pro ide further information.

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Jan 2012

10. Dubai specifics Dubai is a unique environm nt and one here all our flights will be affected either on departure or ar ival. Much work has o curred at a ATC level of the last 12 months to pro ide increas d capacity ut limitatio s still exist. 

The run ay configuration means that a dep ndency can exist in certain weather conditio ns (less tha VMC) which is not a constraint at

any other I ternational

Airports with a similar number of movemen s. 

There is diverse mix of aircraft t pes from Medium to Super



There a e a number of local weather pheno ena & local area restri tions

A fuel top up policy can be used in Dubai. There is a cost for the fire service to attend th airc aft when fuelling with passengers onboard (AE 200 / $55), however, when there is unc rtainty reg rding the fi al ZFW using a top up c n allow onl the requir d fuel to be tak n, or for further tankeri g fuel to be uplifted when it is beneficial. Ass ming the 1 direction is in use flydubai has an agreement with ATC for the ability to req est 12L for departure. If you believ it is useable you shoul request it t pushback. The more notic ATC have t e greater c ance there is of them being able to accommodate your request. hile this helps reduce o r taxi times, prevent potentially un ecessary queuing behind other traffic held by AT delays in e route sectors and impr ve our OTP there are some areas that r quire thought: 

The passenger safety briefing and cabin sec re call must have been ompleted

the

IFE brie ing may take a few min tes longer than previously experienced 

The engine warm u time must be respecte (2 minutes)



ATC can offer 12L at their discre ion – there are no guar ntees. Pre are the dat via OPT in advance for 2L/R.

Wh n inbound to Dubai AT can reques a number f step desc nts. During the quieter periods a request to ATC to confirm if speed or descents are at pilots discretion can save or red ce unnecessary early compliance. here is a Le ter of Agreement betw en the UAE and Bahrain that re uires the descent at LABTA. This sh uld be reflected in your flight plan. We are orking at i proving this restriction at a Nation l level. Emirates Centre handle inb und flows and are generally respon ible for hol ing or vectoring. No AT will be passed if there is any delay below 20 inutes. Listening ahead will normally allow a fair ap raisal of th traffic situation. Mu h as we ha e the agree ent and backing of Du ai ATC to use 12L for departures they will accept arrivals to 30R d ring quieter periods. N t only does this help to facilitate th flo for them b t it results in a much re uced taxiti e for flydu ai. The request for a 3 R arri al should b made as e rly as possi le when on frequency ith Dubai, but no later than 30nm. ATCs pr ference is f r the RNAV GNSS to be lown, then a visual app oach, then the ILS. For Summer 20 2 the decla ed aerodro e capacity will follow a similar pattern as was seen in S mmer 201 . Some depeaking has tried to be e abled and this has been helped to some ext nt by the ai port slot re uirement t at NCC and Schedules planning abi e by when

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Jan 2012

planning flights. Arrival and departure predicted peaks have be n mapped, and as such a projection can be made on here a delay may occur in either departure or arrival. Arri al delay ba ed on movements plan ed in minutes:

The thick redlin is the observed delays and can be taken as an average figu e. The red sha ing accounts for the ou lier data an the extre es that can occur. As y u can see t e peak periods detailed below offer an av rage of no ore than 1 minutes o delay. The eve ing peak p riod is how ver growin and the A380 moveme ts during this time are lso increasing. 

2130‐0 30L



0430‐0530L



1130‐1330L

Departure dela based on movements planned in minutes:




Jan 2012

To itigate these a delay on stand is preferred but this may not always be f asible for taxi restrictions / queuing or enroute requir ments. These are only just flydubai or disr ption else Eur pe for exa

redictions. The figures re assumin ALL operators at the airport and n t mirates, despite these eing the two largest air ine operators. If there is here which affects an inbound wav of traffic (snow in North America o ple) then these peaks will shift.

Single runway Operations h ve been a prevalent ite at Dubai over the last 12 months. This is n rmally caused by the requirement to complete epairs to enable the co tinued exp nsion of th airfield, conduct surve s or service equipment related to the approach s. As an average t e effect of single runway operation on inbound flights to Dubai for flydubai is h lding / vectoring of 8 minutes whic equates to approximately 300 kgs f fuel for an airc aft near max landing w ight and holding betwe n 5,000 an 10,000ft. uring publi hed run ay mainte ance periods that result in single runway opera ions policy fuel is aut matically a ded to the light plan. On ccasion sin le runway operations h ve unfortu ately coincided with ot er events t at are not declare on NOTAM such as calibration. From Summer 011 this was prevented fro happening after feedback from th airlines on he impact of the last 3 alibration eve ts. The Dubai ATC tour which is voluntary and held onc per month is recommend for all pilots onc they have been flying in the Dubai environment for 2‐3 months. It will provide a valu able insight into why so e of the procedures and quirks are as they are and what you can do to assist. Dubai ATC controllers are now aut orised to tr vel with fly ubai on regional routes o understa d how their actions and request im act our operations. This is see as a joint venture with them offeri g us the ATC tour with the combined aim of improving understanding and reducing bstacles to safety and efficiency. In t e 2‐3Q 201 Dubai will introduce n w SIDS/STARs to impro e efficiency and reduce rad r vectoring. An accurat track mile ge to touchdown is a key aim. An arrival manager system is also b ing coordinated betwe n Dubai an Emirates C ntre – this ill help to pre ent the sudden capacit requireme t for ATC to handle, for example, 50 aircraft in a 60 minute period ith only 15 inutes notice of the issue starting to develop as occurred i December 2011.

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Jan 2012

11. Common itfalls 

The FM is a highly accurate so histicated t ol. As already noted in FMC progra ming section there are ome limitations



LRC is better than C st Index – I the older 37‐4/5/6 LRC accounts or wind. In the 737NG it does not. lying ECON will take account for wind and adjust the speed appropriately and also provide



atching cli b and descent speeds.

Cold So ked Fuel Fr st. As already noted in tankering there are pro edures and allowab le processes.

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Jan 2012

12. Boeing P. .P Package Boeing Performance Improvement Pack ge for the 37NG is designed to reduce the overall fuel burn by 2% This is achieved by an pproximate 1% improv ment by Boeing on aer dynamics and 1% by CFM on engine efficiency i provemen s. The PIP package is being ph the final deliverable, the EC wit a partial b nefit was A more and more of the pack

sed in over the next 2 years. It is a little behind schedule and inlet, is no due to be installed fro 2013. Our first aircra t ‐FDT and si ce then we have contin ued receive aircraft with ge.

We have been cooperating ith the Boeing fuel engineering tea on delive y flights to coll ct delivery uel mileage data to ass ss the actual benefit of he PIP package and hopefully validate their assumptions. e hope to have an onsite update fr m them in Feb uary with t e delivery of A6‐FDY. Boeing are yet to decide if t ey will provide a revise aircraft da abase to account for th se cha ges as they effectively lign the act al fuel burn with the hi torical ‘per eived’ burn. In reality this will result in a lo er fuel bias on your flights plans.

Boei ng PIP packag data

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Jan 2012

13. FAQs & p ojects Wh t projects or other initi tives have or are being looked at?



Redundant equipm nt removal. The aircraf are being reviewed for the items carried nboard an determination then made if recom endations for removal can be put to the Depar ments involved.



Boeing nd CFM 2% fuel burn i provement programme – see the n w P.I.P progra me section.



Potable water and potential reduction ‐ Boeing are to u date us in

arch on

progress with their upplier reg rding accur cy of the o board gauges – while we wait we continue to look at how we can do it now 

TAF and METAR accuracy ‐ we ave been testing supplemental wea her feeds as well as lobbying Sta e authorities to either o

Publish TAF / METARs if they do not already

o

Improve ho

they gath r their data to improve accuracy an therefore trust

and ‘planability’ 

Review of the Hub Protection a d low visibility fuel planning policies



Airplan Performan e Monitori g (APM) tri ger points and accuracy values – Honey ell and Boeing are due to come bac to us shortly



New pr ducts. This includes manufacturers of existing equipment used but with a lower weight than t e fitted eq ipment as

ell as new technologies such as pai ts

and me hods of analysis. You already have light weight oxygen bottles onboard – review f glass bottles by Product starts in a month. One ‘nano’ tec nology ven or has been reviewed, another is i discussion ith us now. 

RNAV RNP procedu es – serve new airports, better serv existing airports, reduce diversions, provide predictabl repeatable path, reduce track mile ge. KTM is our first proposed RNP R approval. DXB will implement APV BARO VN V from 2Q 012



Systems – fuel man gement an initiative tracking – we signed an L I and then contrac with OSYS or their fuel management program e. Kick off meetings have occurred and we ar aiming for 2Q 2012 sof roll out, 3 live across the business. What h rdles and c allenges di we find? o

Data Qualit

‐ for example lack of v lidation on returned paperwork inf

o

Date Gaps

o

Data Matching – for example while ne system ses IATA codes another

who has th data and how do we g t to it consistently

uses ICAO, thers use F instead of DB etc. o

Existing system vendor ttitude and flexibility – lot move slower than e want to

o

System limitations – not all data can be stored i a usable format



UAE air ace review and redesig with the National Committee



Commercial vs Operational alternate imple entation review



Zonal d yer installation on new elivery aircraft to prevent long ter

weight gro th

– did you know when FDA / FDB left the fleet they had i creased by 100kgs each? 

Main gear taxi units review



Delayed engine star on pushba k procedur

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Jan 2012



Runway specific and a sub set o time of day specific taxitimes



Revised OOOI data f eeds



APU he lth monitoring to include APU usag statistics



Single engine taxi (i or out)



Ground power rath r than APU



Inflight CG adjustm nt

UAE AIC 04/2006 – this mus mean it is

andatory to carry 20 minutes extra fuel?

The purpose of his AIC as viewed by Dubai ATC and flydubai: 

Emirates Centre is not able to p ss an Estim ted Time for an Approach, so any holding up to 20 mi utes would be passed as a ‘No Dela ’ message



Crews should be aware that sta dard phras s only during a low fuel situation m st be applied – MAYD Y or PAN only. Phrases such as ‘Fuel Emergenc ’ would not be recogni ed



The reg latory requirement is still as sectio 6 of the AI , but the re ainder is f r the operator to interpret through their fuel policy realising that a di ersion may be require if an holdi g requirem nt exceeds he fuel carried onboard.

I m st land at Dubai with 2T of fuel + co tingency While flydubai as being es ablished a ompany re uest was established for crews to plan to l nd with no less than 2T at the planning stage in Dubai. This allowed for crews to get use to the Dubai ATC environment and also prevented unnecessary or una ticipated acti ation of th Amber Caution low fuel alert. This has been m intained as a sensible Co pany policy. The contingency fuel can be seen s part of th 2T as this i at the planning stag e. The fligh planning s stem also a tomatically ensures that 2T is the inimum fuel the system will plan for arrival.

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Jan 2012

Fuel Guidance

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