Heh. The good 'ole "Oklahoma Credit Card".

Accepted worldwide, but best used in the dead of night when no one else is looking.

Single engine taxi and APU stuff obviously. Keeping it clean as long as possible on approach and trying to get as close to a power off decent as possible. Also its a big waste when someone avoids a buildup by 20 miles and gets way off course.

I hate that.

That twenty miles is better than a hailstone through your windscreen (if you're downwind, of course).

Agreed about keeping it clean. It blows me away when a Captain will call for flaps 20, just to bump the thrust up to compensate for drag. Bring the power back first. Then, and only then, if you still need to go down faster, dirty it up a bit.

Common sense, people!

Has anyone mentioned adjust climb profiles for winds.
go up fast for tail wind,
go up slow for head wind to make foward speed.

That was something that was taught to me on cross countries as a student pilot.

Yeah it makes perfect sense. I flew with a captain the other day who claimed "a parabola profile gives the best fuel economy".... I suppose that is only if you are going to climb ALL the way to service ceiling and flame out on your way back down.

If you want to save fuel with no wind or a tailwind, climb steeper. You'll get more altitude in less time, get the same distance, and be able to pull the thrust levers back sooner AND at a higher altitude which saves 100's of pounds in a CRJ...

Also why not fly higher if it's smooth and #'s show it'll save fuel??? No one has mentioned that one. In the Lear 25, at FL270 and .76 we'd burn around 2200 per hour total, at FL430/450 it would be around 1500 per hour total, while at .79

I have seen the same thing, but I am not as observant as other with remembering fuel flows and stuff like that.

But if you get up in the wind quick with a steep climb and do not pull the power back you still save gas when you think of the leg in terms of time as well. I will admit I am bad about getting up into the tail wind quick and then flying red line everywhere up there, and sometimes with poor forecasting of winds aloft, you can shave 20 minutes or better off that leg.
People like that, I like that more time for food and smokes, or an extra 20 minutes in the hotel bed when you have been reduced anyway.

There seems to be about million different way to do the same task in the industry. I for one sure have enjoyed some of this post. While most of it is common sense, it is nice to see that I am not a rouge pilot out there trying to re invent the wheel.

Reeves

Does it bug anyone else when you get a captain that doesnt like to single engine taxi after landing for stupid reasons like "it's a short taxi anyway" or "i might need to do a tight turn somewhere on taxi in".

Or even better they wanna save gas by single engine taxi out but then run max cruise the entire way there even though we are showing 30 minutes early.

Single engine taxi seems to be the biggest go go juice saver that I have seen....if you add it all up it seems to make pretty good sense.

Short answer, NO. He's the captain, if he wants both engines for taxi that is not your call to argue. Lets just bet he may have enough time in the airplane to decide what he wants. When you get to taxi from the left seat you can decide how you want to do it.

Four stripes on your shoulders doesn't mean that you're automatically brilliant. I'd say it's a safe bet that if the majority of your company single-engine taxi's, and this guy isn't comfortable with it fairly often (for whatever reasons), he probably shouldn't be in that seat.