{"id":160717,"date":"2025-03-28T00:40:42","date_gmt":"2025-03-28T00:40:42","guid":{"rendered":"https:\/\/peraltafinancing.com\/airline\/how-much-fuel-air-transport-safety-articles-by-shem-malmquist\/"},"modified":"2025-03-28T00:40:42","modified_gmt":"2025-03-28T00:40:42","slug":"how-much-fuel-air-transport-safety-articles-by-shem-malmquist","status":"publish","type":"post","link":"https:\/\/fivemor.com\/?p=160717","title":{"rendered":"How much fuel? | Air Transport Safety Articles by Shem Malmquist"},"content":{"rendered":"


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\"4CE85426-DB34-48B9-90BC-7B8C1B0FD355\"<\/p>\n

Fuel.\u00a0 It is an ongoing issue.\u00a0 We all want to ensure that we arrive with enough fuel at the destination so we have options.\u00a0 The best way to accomplish that is to have more fuel on departure, right?\u00a0\u00a0 Well, maybe not.\u00a0 It turns out that is really depends on the type of aircraft we fly, and if we are flying big airplanes the issue is a bit more complex than just how much gas we have when we takeoff.<\/p>\n

Now, we all agree that there is no question that we must have enough fuel to be safe.\u00a0 We also agree that there is no question that the Captain is the final authority as to how much fuel that is necessary to meet that required.\u00a0 No question.\u00a0 This article is not about telling you how much to carry, but rather to help you make an informed decision.<\/p>\n

How much fuel is enough to be safe?\u00a0 Is it a number in pounds or time?\u00a0 Ah, now we get to a real issue.\u00a0 As a Captain, the pounds of fuel (aside from limitations for your aircraft or possible company specific requirements requirements) is actually less important than time.\u00a0 The concern here is that picking a number of pounds as \u201csafe\u201d may, or may not be safe.<\/p>\n

A performance analysis of fuel required for airplanes of B-757 size and larger showed that the amount of \u201ctime in our tanks\u201d is about 50% more at a lighter weight as compared to max landing weight.\u00a0 I did not run the numbers for \u201csmaller\u201d jets, but I would expect a similar outcome.\u00a0 Weight makes a huge difference in the burn rate, so if we are just using a pound or kilogram value for how we assess our fuel quantity we can be wildly off of what we think we have, either more or less than what we are attempting to accomplish for safety of flight.<\/p>\n

What can be seen is that when we are at a light weight we actually have about 50% more time <\/em>in our tanks than we do if we are heavy.\u00a0 The other thing that becomes clear in all this is that adding 2,000 pounds if it is only 4 minutes may not be enough to be helpful, particularly when one considers that we are burning perhaps 10% of that amount just to carry the extra weight.\u00a0 As pilots we have safety as our first priority, but we do directly benefit from making the airline more efficient also.\u00a0 Having more fuel is also not always more safe as it can adversely impact performance during takeoff and cruise.\u00a0 It can make the difference between cruising over the top of the weather or slugging through it and deviating constantly thus burning more fuel than we added to \u201cbe safe\u201d.\u00a0 These are the decisions we are paid for and knowing how much fuel you have, in time, is your best path to ensuring you are carrying the amount you need.<\/p>\n

One way to frame the thought of how much fuel over destination might be to consider how much time do you want to give ATC with a Minimum Fuel advisory call?\u00a0 Recognizing this is a dynamic number and would be different for EWR, HKG or PVG on a bad weather day compared to TUL or PEN on a pleasant afternoon.\u00a0 Let\u2019s say we choose 30 minutes of fuel remaining as when we declare and emergency to get on the ground NOW (I\u2019m just using this for a demonstration, I might very well declare an emergency sooner depending on what\u2019s going on!).\u00a0 Using typical performance values for the larger jets, 5 minutes of fuel equates to 17% (but for easier mental math, round it to 20%) of the amount of fuel it takes to hold at 30 minutes.\u00a0 What ever values of fuel weight as compared to time you have, you can use that as a baseline to calculate what you are really adding in terms of safety margin in minutes.<\/p>\n

If we use these values or something close to it and add fuel for a go around we may be giving ourselves a reasonable margin for safety and allowing for contingencies without creating a crisis in the middle of a busy arrival sequence, but remember again the potential for burning more of it enroute due to the weight of carrying it plus the higher fuel burn when stuck at lower altitudes.\u00a0 The tops of the clouds, the winds and the potential for direct routing as we get over the bulk of the traffic are all factors to consider.\u00a0 It is entirely possible to have more fuel at the destination by starting out with less on departure in many scenarios.<\/p>\n

A few years ago I was headed from MEM to MIA.\u00a0 There was a wide area of weather with imbedded thunderstorms enroute.\u00a0 As we all have seen, when flying through the weather in an area like this it can be a challenge to pick out the storms from the general rain in the area.\u00a0 Dispatch had put on plenty of fuel so we could weave as necessary on our way to MIA.\u00a0 As a result of the amount of fuel we were limited to around FL310 due to the weight.\u00a0 I noticed that the tops were not above FL350 with few exceptions so I did something that might seem counter-intuitive. I asked for less fuel.\u00a0 Enough less that we were able to climb to FL370 and sail over the top with just some very minor visual deviations along the way.\u00a0 Do you think I landed with more or less fuel than I would have if we had stayed on the original plan?\u00a0 Comparing the flight plans our burn was significantly less even without deviating.\u00a0 A similar outcome might happen on an Atlantic crossing, where adding more fuel might mean that we are unable to get a higher altitude on the crossing resulting in burning through all the fuel we added and more, and actually landing with less <\/em>than if we had not added any fuel at all!<\/p>\n

Again, it is a complex scenario that must include considering many factors. Weather, tops, winds, aircraft performance, the effect on traffic based on the time of arrival (which in turn is impacted by the other decisions).\u00a0 Each flight is different and it is up to us to consider all the aspects.<\/p>\n

Regardless of the decision made, remember to always to keep the flight dispatcher in the loop.\u00a0 They share legal authority and regular communication is not only smart but is also required by regulation.<\/p>\n

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\n\t\t\t\t\t\t\tAbout Shem Malmquist FRAeS\t\t\t\t\t\t\t<\/h2>\n

\t\t\t\t\t\t\tB-777 Captain. Air Safety and Accident Investigator. Previous experience includes Flight Operations management, Assistant Chief Pilot. Line Check Airman, ALPA Aircraft Technical and Engineering Chairman, Aircraft Performance and Designs Committee MEC Chair, Charting and Instrument Procedures Committee, Group Leader-Commercial Aviation Safety Team-Joint Safety Implementation Team (CAST)-Loss of Control-Human Factors and Automation, CAST-JSIT- Aircraft State Awareness. Fellow of the Royal Aeronautical Society, full Member of ISASI, AIAA, IEEE, HFES, FSF, AFA and the Resilience Engineering Association. I am available for consulting, speaking or providing training seminars to your organization. Please contact me at https:\/\/malmquistsafety.com\/for inquiries.\t\t\t\t\t\t\t\n\t\t\t\t\t\t<\/div>\n

\n\t\t\t\t\t<\/div>\n\n","protected":false},"excerpt":{"rendered":"

Fuel.\u00a0 It is an ongoing issue.\u00a0 We all want to ensure that we arrive with enough fuel at the destination so we have options.\u00a0 The best way to accomplish that is to have more fuel on departure, right?\u00a0\u00a0 Well, maybe not.\u00a0 It turns out that is really depends on the type of aircraft we fly, […]<\/p>\n","protected":false},"author":1,"featured_media":160718,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12028],"tags":[2236,13532,3158,29562,417,29561,5625],"dealstore":[],"offerexpiration":[],"class_list":["post-160717","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-airline","tag-air","tag-articles","tag-fuel","tag-malmquist","tag-safety","tag-shem","tag-transport"],"yoast_head":"\nHow much fuel? | Air Transport Safety Articles by Shem Malmquist - Som2ny Network<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/fivemor.com\/?p=160717\" \/>\n<meta property=\"og:locale\" content=\"en_US\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"How much fuel? 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