IN-FLIGHT FUEL MANAGEMENT

Disclaimer: In case of any discrepancy in the contents between this Presentation and
Manufacturer's/ Company documents (FCOM, Ops Manual, Notices etc.), the latter will take
precedence.

1. INTRODUCTION
-ICAO Annex 6 Part I lays down Standards for In-flight fuel management. It mandates
an operator to establish policies and procedures, approved by the State of the Operator,
to ensure that in-flight fuel checks and fuel management are performed.

-The pilot-in-command shall continually ensure that the amount of usable fuel remaining
on board is not less that the fuel required to proceed to an aerodrome where a safe
landing can be made with the planned final reserve fuel remaining upon landing.

2. DETAILS OF MINIMUM FUEL REQUIRED TO

BE CARRIED (refer OM ‘A’ Chapter 12)

 Minimum Fuel Required:

A-320/ 321
Taxi Fuel Amount of fuel expected to be consumed before take-off; taking into
account local conditions at the departure aerodrome and auxiliary power
unit (APU) fuel consumption.

Trip Fuel The amount of fuel required to enable the aeroplane to fly from take-off,
climb & cruise at cost index, until landing at the destination aerodrome
taking into account the operating conditions.

Contingency fuel 5% of the trip fuel or 200 Kg whichever is higher

[Route Reserve (RTE
RSV) in CFP]

Alternate Fuel Includes Missed Approach at the destination, climb to the expected
cruising altitude to fly the expected route from destination, descend to a
point at alternate from where the expected approach is initiated, and fuel
for Standard Instrument Approach & Landing at alternate aerodrome.
Final Fuel 30 minutes holding over alternate at 1500 ft.
Extra Fuel As required

Notes:
1
i. Fuel requirement for extended taxi times along with incurred APU usage (A320/ 321)
before departure are included in Extra Fuel

ii. Contingency fuel amount of 200 kg (A320/ 321) covers the requirement to fly for five
minutes at holding speed at 450 m (1500 ft) above the destination aerodrome in
standard conditions. This is the amount of fuel required to compensate for unforeseen
factors.

iii. Unforeseen factors are those which could have an influence on the fuel consumption
to the destination aerodrome, such as deviation of individual aeroplane from the
expected fuel consumption data, deviation from forecast meteorological conditions,
extended taxi time before take-off and deviation from planned routings and/ or
cruising levels.

iv. Fuel requirement for Operating conditions have been included in Extra fuel.

v. where two destination alternate aerodromes are considered, alternate fuel planning
shall be for the farthest.

vi. An additional amount of fuel, sufficient to provide for the increased consumption on
the occurrence of any potential contingencies which may occur at critical point
provided this amount of fuel is not less than the fuel required to fly to the aerodrome
to which the flight is originally planned.

vii. Guidance on EDTO critical fuel scenario are contained in EDTO Manual.

viii. The Minimum Sector Fuel required to be carried on board for all flights will be
Minimum Fuel + Extra Fuel.

ix. Company flight plan calculates fuel based from take-off to 1500ft. An extra fuel is
added to cater for IAP/SID/STARS.

x. Extra fuel.

xi. 500 Kg (A320/A321) shall be added respectively for a flight being conducted in Cold
Weather operations.

xii Final Reserve Fuel will be reflected as Final Fuel in CFP.

2
 3. IN-FLIGHT FUEL MANAGEMENT
- The pilot-in-command shall continually ensure that the amount of usable fuel remaining on
board is not less than the fuel required to proceed to an aerodrome where a safe landing can
be made with the planned final reserve fuel remaining upon landing.

- “An aeroplane shall carry a sufficient amount of usable fuel to complete the planned flight
safely and to allow for deviations from the planned operation”. The use of fuel after flight
commencement for purposes other than originally intended during pre-flight planning shall
require a re-analysis and, if applicable, adjustment of the planned operation.

- At any stage in a flight it may become apparent to the flight crew through an in-flight fuel
check or simple inspection that pre-flight assumptions regarding fuel consumption are not
being realized. One potential outcome is under-consumption (under-burn), which can arise
as the result of one or more of the parameters used in flight planning being more favourable
in practice than as planned.

- Under-burns are unlikely to cause significant operational difficulty unless a flight was planned
near a maximum take-off or landing weight limit. In such cases, under-burn implies that the
take-off or arrival landing weight may exceed such limits. In either case, under-burns can be
managed easily and do not typically pose a threat to safe flight completion. On the contrary,
from purely an operational perspective, being under or on burn typically results in having fuel
available for use later in the flight (to deviate, hold, divert, etc.).

- Over consumption (over-burn), on the other hand, arises when the conditions encountered in
actual practice are less favourable than the conditions or parameters set during pre-flight
planning, such as:

• higher than planned ZFW;

• longer than expected taxi times;
• longer than planned routings;
• cruise altitude less favourable than planned;
• cruise speed less efficient than planned;
• worse than forecast wind components.

- In contrast to under-burn, unmitigated over-burn can easily limit the PIC’s ability to complete
the planned operation. It is therefore essential for flight crews to

- understand the parameters used to plan the trip as well as the circumstances when over-
burn poses a threat to safe flight completion. This is especially important when making
decisions that require a clear understanding and accurate assessment of the current fuel
state and whether or not margins exist in remaining fuel quantities that can be repurposed in
the event of shortfalls.
3
- Information that would be useful in determining whether or not a landing can be made at the
destination or any available enroute alternate is typically related to:

• meteorological conditions, both enroute and at the destination, to include hazardous

phenomena such as thunderstorms, turbulence, icing and restrictions to visibility;

• field conditions, such as runway condition and availability and status of navigation aids;

• enroute navigation systems and facilities status, where possible failures could affect the
safe continuation or completion of the flight;

• enroute fuel supply, including actual enroute consumption compared to planned

consumption, as well as the impact of any changes of alternate airport or additional
enroute delays;

• airborne equipment that becomes inoperative, which results in an increased fuel

consumption or a performance or operational decrement that could affect the flight crew’s
ability to make a safe landing at an approved airport;

• air traffic management concerns, such as re-routes, altitude or speed restrictions and
facilities or system failures or delays; or

• security concerns that could affect the routing of the flight or its airport of intended landing.

Usable fuel remaining

- At this point in the flight, the PIC must decide in association with operational control
personnel, if available, how best to use the remaining and scarce resource. In many cases,
4
 the best decision may be an early diversion in order to avoid making a more difficult choice
among fewer options later in the flight. Additionally, if a destination is close to weather
minimums or suffering from extended delays, the more information available to increase the
PIC’s situational awareness, the better the basis for a sound decision.

 Diversions
Making informed decisions based on the best information available is essential when
weighing options in the terminal area. For example, if alternate fuel is available, it should
allow for a diversion from decision height; but is initiating an approach the best decision
under the circumstances? The decision to divert may be better made before burning any
approach fuel, and even before all contingency fuel is consumed. This mind-set
preserves fuel for later in the flight when options may be more limited.

4. PROTECTING FINAL RESERVE FUEL

- Annex 6 clearly assigns the responsibility for the in-flight management of fuel to the PIC
by stating that the pilot-in-command shall continually ensure that the amount of usable
fuel remaining on board is not less than the fuel required to proceed to an aerodrome
where a safe landing can be made with the planned final reserve fuel remaining upon
landing; and

- Annex 6 defines final reserve fuel as the amount of fuel calculated using the estimated
mass on arrival at the destination alternate aerodrome or the destination aerodrome,
when no destination alternate aerodrome is required:

• for a turbine-engine aeroplane, the amount of fuel required to fly for 30 minutes at
holding speed at 450 m (1 500 FT) above aerodrome elevation in standard conditions.

• for a reciprocating engine aeroplane, the amount of fuel required to fly for 45
minutes, under speed and altitude conditions specified by the State of the Operator.

5. IN-FLIGHT FUEL CHECKS AND FUEL

MANAGEMENT POLICIES AND PROCEDURES
- Policies and Procedures typically require that at regular intervals and/or specified
points indicated in the OFP or when otherwise required, the PIC:

• compares actual versus planned fuel consumption;

5
 • verifies fuel quantity used against the fuel quantity expected to be used up to that point;

• verifies fuel quantity remaining against the computed planned remaining quantity at
that point;

• reconciles FMS information with engine fuel flow and fuel quantity indicators;

• communicates with ATC to request delay information

• declares MINIMUM FUEL when required

• declares MAYDAY MAYDAY MAYDAY FUEL to indicate a fuel emergency when

required

• takes the appropriate action and proceeds to the nearest aerodrome where a safe
landing can be made.

a) Requesting Delay Information From ATC

- The pilot-in-command shall request delay information from ATC when unanticipated
circumstances may result in landing at the destination aerodrome with less than the
final reserve fuel plus any fuel required to proceed to an alternate aerodrome

- Such operator guidance is part of the overall in-flight fuel management strategy to
ensure planned reserves are used as intended or required. They should also mark the
beginning of a process that will ultimately preclude a landing with less than final
reserve fuel on board. It should be noted that the request for delay information, in and
of itself, is not a request for assistance or an indication of urgency, but a procedural
means for the flight crew to determine an appropriate course of action when confronted
with unanticipated delays.

- There is no specific phraseology recommended for use with ATC in this case as each
situation may be different. The pilot would use the information obtained from this
request, however, to determine the best course of action up to and including a
determination of when it would be necessary to divert to an alternate aerodrome and/or
make additional declarations related to the fuel state of the flight.

6
b) MINIMUM FUEL DECLARATIONS

- The pilot-in-command shall advise ATC of a minimum fuel state by declaring

MINIMUM FUEL when, having committed to land at a specific aerodrome, the pilot
calculates that any change to the existing clearance to that aerodrome may result in
landing with less than planned final reserve fuel.

Note 1. — The declaration of MINIMUM FUEL informs ATC that all planned
aerodrome options have been reduced to a specific aerodrome of intended landing
and any change to the existing clearance may result in landing with less than planned
final reserve fuel. This is not an emergency situation but an indication that an
emergency situation is possible should any additional delay occur.

- After a request for delay information, the MINIMUM FUEL declaration likely represents
the second in a series of steps to ensure remaining fuel on board an aeroplane is used
as planned and final reserve fuel is ultimately protected.

- Practically speaking, the PIC should declare MINIMUM FUEL when, based on the
current ATC clearance, the anticipated amount of fuel remaining upon landing at the
aerodrome to which the aeroplane is committed is approaching the planned final
reserve fuel quantity. This declaration is intended to convey to the applicable air traffic
controller that as long as the current clearance is not modified, the flight should be able
to proceed as cleared without compromising the PIC’s responsibility to protect final
reserve fuel.

Note 1. — Pilots should not expect any form of priority handling as a result of a
MINIMUM FUEL declaration. ATC will, however, advise the flight crew of any additional
expected delays as well as coordinate when transferring control of the aeroplane to
ensure other ATC units are aware of the flight’s fuel state.

c) EMERGENCY DECLARATIONS
- The pilot-in-command shall declare a situation of fuel emergency by broadcasting
MAYDAY MAYDAY MAYDAY FUEL, when the calculated usable fuel predicted to
be available upon landing at the nearest aerodrome where a safe landing can be
made is less than the planned final reserve fuel.

Note 1. — The planned final reserve is the minimum amount of fuel required upon
landing at any aerodrome.

7
 Note 2. — The words “MAYDAY FUEL” describe the nature of the distress
conditions.

- The last in a series of procedural steps to ensure the safe completion of a flight is the
declaration of an emergency. requires the PIC to declare a situation of emergency by
broadcasting MAYDAY MAYDAY MAYDAY FUEL when the calculated usable fuel to
be available upon landing at the nearest suitable aerodrome where a safe landing can
be made will be less than the planned final reserve fuel. This declaration provides the
clearest and most urgent expression of an emergency situation brought about by
insufficient usable fuel remaining to protect the planned final reserve. It communicates
that immediate action must be taken by the PIC and the ATC Authority to ensure that
the aeroplane can land as soon as possible.

- The MAYDAY declaration is used when all opportunities to protect final

reserve fuel have been exploited and, in the judgment of the PIC, the flight will now
land with less than final reserve fuel remaining in the tanks. The word fuel is used as
part of the declaration simply to convey the nature of the emergency to ATC. It is
also important to note an emergency declaration not only opens all options for pilots
(available closed runways, military fields, etc.) but it also allows ATC added flexibility
in handling an aeroplane.

6. MINIMUM FUEL AND MAYDAY (DUE TO

FUEL) DECLARATION SCENARIOS
- It is important to note that a common element in every scenario is that each time
MINIMUM FUEL is declared, the PIC has already committed to land at a specific
aerodrome and is concerned that a landing may occur with less than final reserve fuel
in the tanks.

- It is equally important to note that although the coordinated escalation process (with
ATC) related to the protection of final reserve fuel typically occurs in three steps, each
situation is different and may be resolved at any stage in the process. The three steps
in the escalation process are:

Protecting final reserve fuel in accordance with Annex 6

Step 1 Request delay information when required
Declare MINUMUM FUEL when committed to land at a specific
Step 2 aerodrome and any change in the existing clearance may result in a
landing with less than planned final reserve fuel.
Declare a fuel emergency when the calculated fuel on landing at the
Step 3 nearest suitable aerodrome, where a safe landing can be made, will be
less than the planned final reserve fuel .

8
a) Scenario 1: MAYDAY MAYDAY MAYDAY FUEL — An
aeroplane is on an IFR flight plan with a destination
alternate aerodrome on file.
 Narrative
- An aeroplane arrives in the terminal area and is instructed to hold south of its
destination (KXYZ). The meteorological conditions are deteriorating rapidly in the
vicinity of the destination aerodrome with a front moving in faster than expected. The
flight plan fuel uplifted for the flight allotted 60 minutes of fuel for holding upon arrival
to compensate for unanticipated meteorological conditions and traffic congestion
delays. The flight plan also allotted fuel for the filed alternate (KABC) located 250 miles
north of the destination.

- Upon initial contact with ATC, the flight is told to hold for 45 minutes. In the holding
pattern, the flight crew completes their normal in-flight duties including re-checking the
destination meteorological conditions, considering a possible diversion at a pre-
determined time as well as determining the point in time and fuel remaining required to
depart the holding pattern for the destination aerodrome.

- After 40 minutes of holding, ATC directs the flight crew to proceed to a holding fix
closer to the destination and clears them to descend to a lower altitude. The Expect
Further Clearance (EFC) issued for the new holding fix adds 20 minutes of flight
time which will burn the remaining contingency fuel. The flight crew recalculates the
expected landing fuel at destination based on the new EFC and is concerned that
they will begin burning into required reserves.

- The flight crew conveys their current fuel status to ATC and requests additional delay
information. ATC then advises that they will be cleared to the destination (original
aerodrome of intended landing) at or before the previously issued EFC time. Five
minutes prior to the EFC time, the aeroplane is issued a clearance to the IAF and is
informed that no further delays should occur.

- Shortly after issuing the clearance to the IAF, ATC informs the flight crew that low-level
wind shear warnings were reported by several preceding aeroplanes on final approach
to KXYZ. The flight crew elects to continue but unfortunately the meteorological
conditions at the destination aerodrome continue to deteriorate, with prevailing winds
and visibility that limit arrivals to one runway. The flight crew flies an approach to the
9
 only available runway and executes a missed approach due to a wind shear alert on
short final approach.

- Aware that all contingency fuel has been consumed, the flight crew asks and receives
a clearance to their alternate aerodrome (KABC). The PIC simultaneously declares
MINIMUM FUEL based on fuel remaining calculations, their commitment to the
alternate aerodrome and the possibility that any delays incurred enroute to their
alternate aerodrome may result in a landing at the alternate with less than final reserve
fuel remaining.

- ATC advises that no further delays are expected and clears the flight to the alternate
aerodrome. Enroute, the aeroplane is advised that the runway at the alternate
aerodrome is temporarily closed due to an incapacitated aeroplane. The PIC
immediately declares MAYDAY MAYDAY MAYDAY. ATC informs the aeroplane that
aerodrome KJKL, a military field, is available and not much farther than KABC. The
flight crew is aware of the suitability of the KJKL and informs ATC that they will go
direct to KJKL. The aeroplane is cleared as requested and lands at KJKL with 80 per
cent of final reserve fuel in the tanks (due to the proximity of the emergency divert
field).
 Explanation
- In this scenario, when the flight first held in the vicinity of the original destination
(KXYZ), the PIC could still divert to the alternate aerodrome while maintaining the
appropriate fuel reserves including final reserve fuel. As such and at that point in the
flight, a MINIMUM FUEL declaration would be inappropriate as the flight had yet to
commit to an aerodrome, and there was sufficient fuel on board to protect final reserve
fuel upon landing at either the destination or alternate.

- The second holding clearance, however, threatened to consume all of the flight’s fuel
allocated for holding thereby reducing the options to a landing at the destination if
additional delays were unlikely or a pre-emptive diversion to the alternate aerodrome.
The potential to burn into the fuel required to divert to the alternate triggered the query
regarding additional delays.

- When the flight missed the approach at the planned destination and elected to commit
to the alternate, the PIC declared MINIMUM FUEL as final reserve fuel could no longer
be protected if any additional delays were encountered. Unfortunately, while enroute to
the alternate (KABC), additional delays were encountered requiring the PIC to declare
10
an emergency. By broadcasting MAYDAY MAYDAY MAYDAY FUEL, the PIC utilized
his/her emergency authority to proceed to and land at a military field (KJKL) that would
have been otherwise unavailable.

11
 Outcome
- In this scenario, when the aeroplane executed the missed approach at KXYZ and
proceeded to the alternate aerodrome KABC, the flight was still operating as planned.
That is to say, the flight plan fuel accounted for the possibility of missing an approach
at the destination and proceeding to the alternate aerodrome. Due to the subsequent
delays at KXYZ and a decision to divert to KABC, however, it became apparent that
little if any additional delay could be accepted, thus triggering the declaration of
MINIMUM FUEL.

- Up to this point the flight could still be considered “routine,” until the flight crew was
informed that the runway at KABC was temporarily closed. This warranted the
MAYDAY MAYDAY MAYDAY FUEL declaration as all apparently available options
would have, in the judgment of the PIC, resulted in landing with less than the planned
final reserve fuel. Declaring an emergency, however, provided the PIC with additional
options. In this case KJKL, a normally unavailable military field, became a viable option
for the aeroplane to able to land while protecting as much remaining fuel as possible.

b) Scenario 2: MINIMUM FUEL— An aeroplane is on an

IFR flight plan with a filed destination alternate
aerodrome and diverts after holding near the original
destination aerodrome.
 Narrative

- An aeroplane arrives in the vicinity of the destination aerodrome (MMAB) at 1500 UTC
with flight planned fuel on board. The aeroplane is asked to hold with an EFC time of
1510 UTC due to traffic congestion. This is acceptable to the PIC as sufficient
contingency fuel was uplifted for unanticipated delays. Time passes and it becomes
apparent that ten minutes of holding will be insufficient to ease the congestion. The
PIC requests delay information from ATC and is informed to expect an additional 15-
minute delay and is subsequently issued a new EFC time of 1525 UTC.

- The PIC checks the fuel state and informs ATC that he cannot hold any longer than the
original ten minutes and requests a clearance to his alternate aerodrome (MMXZ). The
PIC receives a new clearance and proceeds to MMXZ which now becomes the
committed aerodrome of intended landing as he has consumed most of his

12
 contingency fuel and is concerned that he may begin burning into required reserves.

- Meteorological conditions encountered enroute require a reroute to the alternate

aerodrome which in turn requires more fuel. When the aeroplane is clear of the
meteorological conditions and is proceeding to the alternate aerodrome the PIC
calculates that, barring any further delays, the flight will be landing with fuel slightly
above the planned final reserve fuel quantity. He also notes that any changes to the
current clearance to the alternate would likely result in a landing with less than final
reserve fuel in the tanks.

- The PIC informs ATC of the situation by declaring MINIMUM FUEL The controller
acknowledges the MINIMUM FUEL call and informs the flight crew that no further
delays are expected. The aeroplane proceeds to and lands at the alternate aerodrome
as previously cleared and the PIC fulfils his responsibility to protect final reserve fuel.

 Explanation
- In this scenario the aeroplane was subject to delays that consumed most of the
planned contingency fuel and later diverted to the alternate aerodrome (MMXZ). In
addition to a small amount of contingency fuel and the planned final reserve fuel, the
flight had uplifted the fuel to proceed to an alternate aerodrome. A MINIMUM FUEL
state did not exist while proceeding to the original destination aerodrome (MMAB) as
the option to divert to the alternate without sacrificing planned reserves was still a
viable option.

- When the aeroplane, however, encountered WX enroute requiring a reroute to

MMXZ, the remaining contingency fuel was used. Based on the fuel used and once
the aeroplane was back on course to MMXZ, the PIC determined that any further
delays enroute to the alternate aerodrome to which the flight was committed to land
would result in landing with less than final reserve fuel.

- The MINIMUM FUEL call was used appropriately in this case as it described the fuel
state of the aeroplane to the controller clearly, succinctly. In other words, the
declaration informed the controller that additional delays could not be accepted and the
controller responded by informing the flight crew that no delays were expected. The
controller also provided additional relevant information, kept the flight informed of any
additional delays and passed along any relevant information when transferring the
aeroplane to other ATC units. Both ATC and the flight crew maintained a heightened
state of fuel situational awareness and the aeroplane proceeded to the aerodrome as
13
 cleared and landed uneventfully.

- It is important to note that in this case, the MINIMUM FUEL phraseology was used as
intended to convey the fuel status of the aeroplane. It was neither a declaration of
urgency nor an emergency declaration, and the aeroplane was treated as cleared
keeping the same approach sequence. However, ATC did take action to keep the flight
crew informed of any delays or changes to the previously issued clearance and was
required to coordinate with other ATC units to ensure the MINIMUM FUEL state of the
flight was passed along.

 Outcome
- Practically speaking, the events described in this scenario are not out of the ordinary.
The MINIMUM FUEL declaration was simply used by the PIC to make ATC aware that
circumstances had reached a point where any further change to the current clearance
14
 could have resulted in an emergency due to fuel. However, the flight concluded at the
alternate aerodrome (MMXZ), having met all fuel requirements including the protection
of final reserve fuel.

c) Scenario 3: MINIMUM FUEL — The aeroplane is on an

IFR flight plan with a filed alternate and is forced to
divert to an alternate aerodrome

 Narrative
- ICAO123 is a new large aeroplane (NLA) flying across the Pacific to YSAB. The filed
alternate aerodrome, YSXZ, is located 150 miles south and is the only available
alternate aerodrome due to a stationary frontal system surrounding YSAB. When
ICAO123 is approximately 200 NM from YSAB, ATC advises that the destination
aerodrome is closed until further notice due to a security breach. The flight crew
accomplish their in-flight planning duties in accordance with operator policy and
procedure to include: checking the meteorological conditions, considering diversion
options, and completing required fuel calculations.

- As a result of these duties, the flight crew decide to proceed to the alternate
aerodrome, YSXZ, where they expect to arrive with 100 min or more of fuel. The
flight crew requests delay information from ATC and informs the controller that while
not yet ready to declare MINIMUM FUEL, they are committed to a landing at YSXZ.
ATC responds that delays in the YSXZ terminal area are likely given the number of
diversions from YSAB and clears ICAO123 to a fix 50 NM from YSXZ with holding
instructions and a 25 min EFC time.

- As more and more aeroplanes divert to YSXZ and 25 minutes pass in the hold, ATC
directs the flight crew of ICAO 123 to proceed to another holding fix closer to YSXZ,
clears them to a lower altitude and issues a revised EFC that adds 40 min of flight
time. ICAO123 acknowledges the new clearance and informs ATC that if they do not
proceed to YSXZ at or before the revised EFC time they will be declaring MINIMUM
FUEL. ATC acknowledges the transmission.

- Shortly before the revised EFC time, the flight crew declares MINIMUM FUEL (at
this point the aeroplane is estimating to land with 35 min of fuel and, in the judgment
of the PIC, any additional delays may result in a landing at YSXZ with less than final

15
 reserve fuel in the tanks).

- What the flight crew did not know is that prior to the MINIMUM FUEL declaration by the
PIC, ATC had already intended to clear ICAO123 for the approach. The controller asks
whether an approach clearance at the conclusion of the present circuit in the holding
pattern would be acceptable to the flight crew. The flight crew accepts the controller’s
offer and ATC issues an approach clearance. The flight lands with more than the final
reserve fuel in the tanks.

 Explanation
- The events described in this scenario had the potential to deteriorate rapidly into an
emergency. The flight crew and ATC were able to resolve the issue in an orderly and
uneventful manner, however, based on a common understanding of the fuel state of
the aeroplane. When ATC informed the flight crew that YSAB was closed and they
decided to proceed to their alternate aerodrome (YSXZ), the initial calculation indicated
that they would arrive with the final reserve fuel (30 min) plus 70 minutes (100 min total
fuel). Although the aeroplane was committed to land at YSXZ, as there were no other
apparent options, the flight still had some operational flexibility (70 minutes fuel) and
was not presently in a MINIMUM FUEL state.

- When ICAO123 was cleared closer to YSXZ and was given an additional holding
clearance, the flight crew proactively informed ATC that the EFC time issued was very
close to the point where no further delay could be accepted. Finally, with the second
EFC time approaching and the flight without an approach clearance, a MINIMUM
FUEL state was declared. ATC consulted with the flight crew about the intention of
issuing an approach clearance, subsequently cleared the aeroplane for the approach,
and the aeroplane landed with more than final reserve fuel.

16
 Outcome
- This scenario while not necessarily routine benefited from a common understanding of
the term MINIMUM FUEL that allowed the flight crew and ATC to manage the situation
appropriately. In this case, the closure of YSAB actually posed a bigger problem for
ATC as several aeroplanes were now diverting to YSXZ. The flight crew proactively
kept ATC informed of their fuel state, and ATC shared their intentions with the flight
crew (conclude the

- present hold before proceeding with the approach clearance). The radiotelephony
between the flight crew and ATC was concise and focused on solutions rather than
further describing the problem in keeping with the use of the term MINIMUM FUEL as intended in
the policy.
17
d) Scenario 4: MINIMUM FUEL — The aeroplane is on an
IFR flight plan with a filed alternate and is forced to divert to
an alternate aerodrome.

 Narrative
- ICAO Flight 99 arrives in the terminal area of its planned destination aerodrome,
KDEN, with 60 minutes of contingency fuel, alternate fuel to enable the crew to fly to
their filed alternate aerodrome (KCOS), and final reserve fuel intact. After holding for
some time and burning most of the planned contingency fuel, the crew is advised by
ATC of an indefinite delay at the destination aerodrome due to unexpected runway
closures. Specifically, ATC advises that the primary runway is closed due to a disabled
aeroplane and braking action reported as nil on all other runways. In effect, there is no
revised EFC time and KDEN is closed to operations until further notice.

- The PIC elects to divert to the planned alternate aerodrome, KCOS. Although the
planned contingency fuel was mostly consumed, the planned alternate fuel remains
intact and is enough fuel to fly to KCOS. Due to severe meteorological conditions
throughout the region, there are no other alternate aerodromes available that would
allow the flight crew to conserve fuel. Despite operating in accordance with flight
planning assumptions, the PIC declares MINIMUM at this point as the flight is
committed to landing at the alternate, KCOS, and any further delays from this point in
the flight may result in a landing with less than final reserve fuel in the tanks.

- This has not yet developed into an emergency as the flight still has a bit of contingency
fuel, the planned alternate fuel to proceed to KCOS plus final reserve fuel remaining.
The flight crew, however, is concerned that based on the remaining contingency fuel,
very little delay can be accepted. The crew gains additional endurance time en route to
KCOS due to better than expected flight conditions, favourable winds and direct
routing. They pass this information along to ATC for coordination purposes, and the
flight lands uneventfully in KCOS with more than final reserve fuel remaining in the
tanks.

18
 Explanation
- This scenario is very straightforward and clearly illustrates the appropriate use of the
MINIMUM FUEL declaration. In this case, the intent of MINIMUM FUEL is simply to aid
the PIC in his/her responsibility to protect final reserve fuel once the flight is committed
to a landing at a specific aerodrome. It is apparent that, due to the severity of the
meteorological conditions in this example, the crew’s alternatives were quite limited. It
is important to note, however, that the PIC would be required to declare MAYDAY
MAYDAY MAYDAY FUEL had additional delays been encountered enroute to the
alternate aerodrome and final reserve fuel could no longer be protected. It is equally
important to note that had a closer alternate been available, the MINIMUM FUEL
declaration would have likely been unnecessary.

- In this case, however, the flight was able to successfully divert to its alternate (KCOS)
and land without incident. The news that KDEN was closed with no EFC or expected
EFC was the primary factor in the PIC’s decision to commit to a landing at KCOS, the
planned alternate aerodrome (and in this scenario, the only available alternate). The
PIC’s commitment to land at KCOS, an inability to accept much, if any, delay and the
responsibility to protect final reserve fuel are the conditions that justify the MINIMUM
FUEL declaration.

19
 Outcome

- This is a straightforward example that illustrates the proper use of the MINIMUM FUEL
declaration. Such scenarios are endless and can be rooted in unfavourable
meteorological conditions, mechanical problems, traffic, or other unanticipated factors.
Once again, the key principles in understanding the use of this term are first: the
commitment to an aerodrome with no other alternatives available, and second:
protecting final reserve fuel by ensuring to the extent practicable that no additional
delays will be encountered.

- It is important to note that the PIC always maintains his/her ability to exercise
emergency authority at any time. An emergency declaration would include priority
handling and afford the PIC the ability to land at the nearest aerodrome available
should the conditions warrant such action. The MINIMUM FUEL declaration, however,
affords the PIC and ATC the opportunity to work together to protect final reserve fuel
and perhaps preclude an emergency from developing.

20
 7. CONCLUSION

- The pilot-in-command shall continually ensure that the amount of usable

fuel remaining on board is not less that the fuel required to proceed to an
aerodrome where a safe landing can be made with the planned final
reserve fuel remaining upon landing.

- The coordinated escalation process (with ATC) related to the protection of

final reserve fuel typically occurs in three steps, each situation is different
and may be resolved at any stage in the process. The three steps in the
escalation process are:

Protecting final reserve fuel in accordance with Annex 6

Step 1 Request delay information when required
Declare MINUMUM FUEL when committed to land at a specific aerodrome and
Step 2 any change in the existing clearance may result in a landing with less than
planned final reserve fuel.
Declare a fuel emergency when the calculated fuel on landing at the nearest
Step 3 suitable aerodrome, where a safe landing can be made, will be less than the
planned final reserve fuel .

21