can someone list the many ways that airlines save fuel?

Flying at a maximum lift:drag ratio. There are many factors that affect that: winds, flaps, mixture control (if the plane has it), weight, altitude, position of the centre of gravity of the plane.

If you’ve got a tailwind, then that’s obviously going to help.
Flaps are going to cause more drag, so flaps up is usually preferred.
The heavier an aircraft, the more lift is needed, which means more power, which means more fuel.
A forward centre of gravity is going to require more lift – more fuel, and there could be some trim tab drag happening – more power – more fuel needed.
The mixture control allows you to control how much fuel:air is used in the engine, and at different altitudes, you’ll have different settings for the most efficient use of fuel.

Reduced power takeoffs do NOT save fuel. The purpose is to reduce NOISE. A reduced power takeoff requires a longer run-up to takeoff speed. Slowing down flights only works if they were exceeding the optimum cruising speed to shorten flying time.

Actually, they DO several things. 1) Frequently wash the aircraft. Simple DUST settling on the skin can increase drag a LOT, which is why all of the planes you see are brilliantly shiny, like the surface was made of glass. 2) Only carry the fuel needed to reach the destination plus a small safety margin. Just because an aircraft can carry 40,000 pounds of fuel does not mean it HAS to. There are three sets of tanks, each wing and in the center between the wing roots. Most domestic flights run with the center tank empty. 3) reduce climb rate after takeoff. Increased climb rate is like flooring it in your car and spinning the wheels. 4) Increase glide slope. reduce power and lengthen the glide before landing. The longer the glide slope before landing, the less power is used. The problem here is the landing patterns around metropolitan airports usually prevent a shallow glide, and force a steep descent. 5) correct tire pressure. Underinflated tires, as it does with your car, increases rolling friction requiring more power to achieve takeoff speed, but less distance to stop on landing. 6) reduce weight. This is why there are weight limits on luggage. The same applies here as with extra fuel. Every pound you do NOT carry is fuel saved.

Hi:

- Installation of winglets (B767-300: 4 % – 5 %)
- Using ground power units while passengers get in or get out the plane
- Washing engines (B767-300: saving 1%)

See you

Aeronautico

Flying at long range cruise after completion of oceanic crossing -
Delay for start/takeoff on ground to obtain best level on oceanic route -
Re-release (re-dispatch) reduced fuel reserves at 87% route distance -
Alternate for destination located prior to arrival on routing -
Takeoff/climb at max power and speed/rate of climb -
Descent and arrival at reduced speed (low drag – clean configuration) -
Empty aircraft CG to aft limit and fuel burnoff to maintain aft CG -
Idle reverse at landing, shut down engines 2 and 3 after turnoff runway -
Avoid arbitrary “fuel tankering” and extra reserves -
Captain to justify in writing why extra fuel loaded over CFP numbers -
.

* Don’t carry a lot of excess fuel
* Taxi out on one engine only
* Reduced power takeoffs
* Efficient climbs
* Not flying at the absolute fastest speed possible at cruise. Even backing off a few knots can have a big impact.
* Fuel efficient descent (e.g. not descending right away but instead staying at cruise altitude longer and then doing a steeper, idle descent).
* Taking shortcuts when ATC allows it.
* Taxi in on one engine only