Dave grumbled a bit about our 10 p.m. departure, but a few cups of coffee and he was his usual loquacious self.

Our flight plan had us consuming 65,500 pounds of fuel for the flight. Dave and I both knew the real fuel savings that could be had with just the right descent planning. Typically a flight might run very close to the planned fuel burn en route, but the descent, if done at the proper time and at the right speed-ATC permitting-was the point where the fuel burn would be hundreds of pounds less than the average amount used for our flight plan.

Sure enough, after a steady, constant idle descent that's required of flights landing in London, Dave touched down with 2,500 pounds more fuel than planned and 7 minutes earlier than the flight plan had figured.

After we cleared the runway and as we taxied toward the terminal, I called our company. They told me the gate, or 'stand' as they call it, was occupied by Air Canada and it would be at least 25 minutes before we could park.

At almost the same moment, Heathrow ground control called to tell us that our gate was occupied and that we could hold our position where we were.

Captain Dave, knowing his 2,000+ pounds of fuel would vanish with this kind of delay, turned to me and said, "Ask them if we could shut down here."

"Heathrow ground, it appears we're in for at least a 25 minute delay, any chance we could shut down here?" I complied.

Typically, most pilots would shut one engine down but they're reluctant to shut both down during an extended delay for fear that ATC might need them to move out of the way.

But Dave has demonstrated to me that it's possible to be up and running in less than a minute if one is willing to forgo starting the second engine when ground control asks us to move; a time that's reasonable enough.

Domestically, we're aware of the typical holding positions that ATC will assign, and permission to shut both engines down isn't always needed. But in London, I could tell Dave wanted to be sure we could loiter at this spot.

"Continue forward to the next taxiway and hold short there. You can shut both down when you get there," Heathrow ground responded.

We proceeded ahead, started the APU (auxiliary power unit) and shut both engines down. I monitored the ATC frequency as well as our company frequency and started the timer.

We were positioned perfectly to watch the incoming airplanes land on runway 9 left at Heathrow. With the engines shut down and the brakes set, this would be a perfect opportunity to snap a few pictures of the landing aircraft out the cockpit window.

And since it was a balmy 65 degrees, why not open the window? The glass on the side window of the 767 isn't that great, and an open window would hopefully yield some nice shots.



"This is nice," Dave said, noting the quiet cockpit and cool air coming inside. We took in the view for exactly 25 minutes before Heathrow ground told us our gate was opening up and we could start up to plan on taxiing in the next few minutes.



As we parked the brakes, I looked up at the fuel. 2,200 pounds–more than a ton of fuel saved.

When I stop to think how that 2,200 pounds of fuel or 328 gallons will power my car 14,760 miles–enough to cross the United States nearly 5 times, it becomes clear that whatever I do at home and while driving to save energy, nothing can compare to the positive impact I can have as a pilot if I just flew less like a hog.

Of course this saves money for our company and eliminates a good chunk of pollution, but I think Dave and I both enjoy the challenge. It's a satisfaction right up there with a nice approach and landing.


Cockpit Chronicles takes you along on some of Kent's trips as an international co-pilot on the Boeing 757 and 767 based in Boston. Have any questions for Kent? Check out Plane Answers.