To Fuel Or Not To Fuel


Buying fuel at home base for less than on the road can keep your average fuel cost down. Chart Typical Fuel BurnThis is because you are carrying more fuel from home and buying less (higher priced) fuel on the road.

There is a caveat to this. Carrying extra weight causes you to burn more fuel. This is from longer climb times and higher fuel burns at cruise. In a Cessna 206, the fuel used to climb to 8000 feet at 3300 lbs take-off weight is 27% more than at 3000 lbs. In a Citation II, a thousand extra pounds of weight increases your fuel flow at altitude by about 8%.

The chart above shows average fuel burn versus range for either (a) carrying the required fuel plus reserves or (b) carrying as much fuel as the aircraft will allow for the trip to be flown. This is an actual chart for a mid-size business jet. Note in the middle - for a 900 NM trip at Mach 0.80, you will burn an average 17% more fuel if you carry extra fuel from home station. For the aircraft in the chart above, you'd better save about 15% or more in fuel cost per gallon before you consider tankering fuel.

When to tanker fuel depends on

Tankering fuel, although aircraft and trip dependent, has a other considerations.

Choose the FBO based on the total service and total cost of the stop, not just the cost per gallon. If you save $0.50 per gallon but get mediocre service and pay to park, pay for using the flight planning room, and pay for the car to go get lunch, did you really save?

Slow down. Pulling back on the power levers can save 5% to 25% in total fuel used for the same trip. On many short trips, this may mean arriving only a few minutes later.

In a business jet, fuel is half to two-thirds of your variable cost. While the whole purpose of the aircraft is to save time, a bit slower speed and careful trip planning can keep your costs down.

What do you do for saving fuel? Click reply and let me know.

Nel's Tax Column in World Aircraft Sales
 In December 28, 2006 the FAA released its "final" guidance1 regarding Operations Specification A008 ("Ops Spec A008"). This guidance outlines in specific detail what Operational Control is, Nel Stubbswho must exercise it, and most importantly, who cannot exercise it. The Operational Control issue is not new; but it was brought to the forefront by recent discoveries in the Air Charter segment of Part 135. Ops Spec A008 is not new, it is merely an effort to confirm or clarify existing regulations. It is pretty clear why 135 Certificate Holders should be concerned as Ops Spec A008 addresses concerns the Federal Aviation Administration has about wet leases, operational control, control over the crew, control of the maintenance of aircraft and other issues. However, why should the owners of aircraft be concerned?

 Click to read the entire article

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