45 minute reserve fuel

[gopherflight]

Can you or can you not fly into your 45 minute reserves?
I'm not talking intentionally, but let's say you planned a trip and were expected to land with 1 hour's worth of fuel left. But due to unexepected holding/delays, etc, you land with say, 39 minutes of fuel remaining. Are you in violation of FARs? Speaking from a 121 standpoint.

 

[avbug]

Reserves are for planning purposes. Sometimes things happen which don't go according to plan. That's why you have reserves.

 

[atldc9]

I have to agree. There is no violation if you fly into FAR reserve fuel. It is there to use as a cushion in case things go wrong.

On another note, check your company's requirements for reporting. Both of the 121 carriers I have flown for have required a written reoprt to the chief pilot if you fly into FAR reserve fuel.

 

[Rick1128]

trip reports

Speaking of trip reports, I keep telling my guys that I suggest that they send in a trip report anytime a flight does not go 100% according to plan. This accomplishes 2 things. First it keeps the company informed as to where the problem areas are. And second, it covers your A$$.

 

[regionalcap]

I would also declare "Min Fuel" with ATC.

 

[Tex-Ex]

The only way you can legally go into your reserve is if you can prove that you planned properly. You can't just land with a thimble full of full and think you're ok.

A side note... IFR reserves are only needed if the flight goes into IFR conditions. You can file IFR and if the flight will keep you in VMC you only need to have PLANNED for a 30 minute reserve.

Tex

 

[pilotyip]

I don't think so

Tex-ex, I don't think so, I do not have my regs right here so I can not quote a reg, but I think it goes this way. If you file IFR you must have a 45 minutes reserve. Does not mater if is IMC or VMC. BTW who is going to know you land with 39 minutes of fuel, and even if they dipped your tanks, how much was bunred in taxi?
The important thing is you have to keep an accurate fuel log and match your performance against your planned fuel burn so you will know how much fuel you will have arrive at the airport.

 

[atldc9]

Tex, I assume you are referring to FAR 91 op's, and the reg 91.167 refers to "IFR Conditions". I am no attorney, but I would think if they meant actual instrument conditions, the reg would have used "IMC", not IFR.

§ 91.167 Fuel requirements for flight in IFR conditions.

(a) No person may operate a civil aircraft in IFR conditions unless it carries enough fuel (considering weather reports and forecasts and weather conditions) to --

(1) Complete the flight to the first airport of intended landing;

(2) Except as provided in paragraph (b) of this section, fly from that airport to the alternate airport; and

(3) Fly after that for 45 minutes at normal cruising speed or, for helicopters, fly after that for 30 minutes at normal cruising speed.

(b) Paragraph (a)(2) of this section does not apply if:

(1) Part 97 of this chapter prescribes a standard instrument approach procedure to, or a special instrument approach procedure has been issued by the Administrator to the operator for, the first airport of intended landing; and

(2) Appropriate weather reports or weather forecasts, or a combination of them, indicate the following:

(i) For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.

(ii) For helicopters. At the estimated time of arrival and for 1 hour after the estimated time of arrival, the ceiling will be at least 1,000 feet above the airport elevation, or at least 400 feet above the lowest applicable approach minima, whichever is higher, and the visibility will be at least 2 statute miles.

[Doc. No. 98-4390, 65 FR 3546, Jan. 21, 2000]


FAR 121.639 applies to 121 domestic op's.

121.639 Fuel supply: All domestic operations.

No person may dispatch or take off an airplane unless it has enough fuel --

(a) To fly to the airport to which it is dispatched;

(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and

(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.

[Doc. No. 6258, 29 FR 19222, Dec. 31, 1964, by Amdt. 121-251, 60 FR 65935

 

[PadFull'oTrim]

looked it up in Jepp's book "FAR's Explained"

looks like Tex is right.

-PFOT-

 

[midlifeflyer]

looked it up in Jepp's book "FAR's Explained"

looks like Tex is right.

He is. "IFR Conditions" ("Instrument Flight Rules Conditions") is one of those unfortunate terms. IMC would have been better.

But it is a defined term.

"IFR conditions means weather conditions below the minimum for flight under visual flight rules." FAR 1.1

 

[The FNG]

Think of the extra 45 minutes as ATC fuel. You plan your flight to a gnats ass, then add 45 mins. That's how ATC can vector you around WX, put you in holding, maintain you at a lower cruise alt, etc... ALL THAT is outside anything you planned for (or should be).

The regional captains suggestion to automatically declare min fuel is BS, UNLESS you cannot accept undue delay. NOT simply because you dip into your 45 mins. Otherwise, one could simply declare min fuel every flight and get direct everywhere...

 

[PadFull'oTrim]

True... AND.... fuel planning must include all KNOWN delays weather, ATC, etc

Paddy

 

[regionalcap]

FNG,
My remarks were not BS. I didn't say do it every time did I. I would hope that you would use good judgement. I was just saying that the tool is there if you need it.

 

[The FNG]

Hmmm... "I would also declare "Min Fuel" with ATC."

Yeah, right.

 

[SkyWestCRJPilot]

I agree with all that you can use your reserve fuel if needed, but at SkyWest we have what's called Contingency fuel which is extra on top of reserve fuel. It's used for extra vectoring, deviating, flying at a lower altitude or with higher than expected headwinds. I personally don't want to land with less than my reserve fuel but if the case arrises that it's necessary then I may. To plan a "bingo" fuel to go to an alternate I plan on landing with my reserve fuel at my alternate. Fuel is good, unless you're on fire.

 

[dispatchguy]

Its too simplistic to say that burning into reserve fuel is ok. Its ok ONLY if the flight was properly planned, and due to unforseen circumstances required burning into it.

Example 1: low density single runway airport, severe VFR, preceding trafffic blows a tire on landing - we hold for a bit to allow him to get off the runway, runway MX checks the runway, and we go in, land with 35 mins fuel on board. Smart? Maybe, maybe not. Yes we did burn into reserve, but the dude in the 172 blowing his tire was not foreseen. I wouldnt see a violation in that instance.

Example 2: Large hub airport with IFR conditions, ATC System command center has been issuing notice after notice of expected 30-45 minute holds into XYZ, expanded miles in trail, extended vectoring - you get the picture. We plan a close paper alternate, and 20 minutes of holding to accomodate all the folx (full flight). We start doing holding, early descent 150 NM before our original top of descent, 30 mile final approach legs (like at ORD), and we finally land with 40 mins fuel on board - the alternate wasnt needed and eliminated. Violation? I would say yes, because the flight wasnt properly planned - 30-45 minute expected holds were told to the dispatcher, and a myriad of other ATC surprises were told to be expected.

Example 3: Transcontinental flight to a hub airport with severe VFR. Due to a extremely strong jet stream heading eastbound (the winter kind), your flight was planned well off the beaten track to avoid the jetstream core, and planned to land with over an hours worth of fuel. You take a direct because center offers it and you dont feel like following the flight plan, and end up flying directly into the jet core - say 150 knot headwinds, dropping your planned GS to around 330 kts at FL350 (Ive seen it). After several contacts with dispatch to verify expected arrival fuel, "well be ok" is your only answer - not what your FMCS says. You land with 30 minutes fuel on board. I would say a definite violation. You were planned on a legal route, and took a direct right into the jetstream core.

So, its a bit simplistic to say burning into reserve is ok - it is ok only if the flight was properly planned and flown, and due to unforseen circumstances caused you to burn into reserve. My company requries a safety report to be filed anytime you land with less than reserve on board.

 

[The FNG]

Here's another one I see all the time: AC is fueled with ramp fuel from the dispatch release. The flight prior gets cxl'd and those pax are added to the flight. W/B gets recalcualted but the fuel numbers don't. Even if nothing happens there's a paper trail that could be bad juju. Joint responsibility means two asses on the line, Captain and Dispatcher.

 

[dispatchguy]

You can always call your dispatcher before push to verify that you still have enough fuel with the weight increase.....

 

[The FNG]

I agree. I just don't see it happen...