Min Fuel
- Thread starter Zona
- Start date
Macr3ady
Well-Known Member
I am not a dispatcher yet but I think a few questions need to be answered first. Is the flight within the 48 contiguous states? Is it an island flight? What type of plane are you flying (flag air carrier, supplemental)? What type of engine are you using i.e. reciprocating engine-powered, turbine, turboprop, turbo jet...
I think if these things were known, then the type of minimum fuel requirements could be factored.There probably are some other factors that need to be known first too before answering this and I will let the professionals handle it from here. Now, so you know, I am going off of what the ASA 2014 ATP book is saying.
Anyone else here please jump in on this since my only qualification is what I found in my test prep book...
I think if these things were known, then the type of minimum fuel requirements could be factored.There probably are some other factors that need to be known first too before answering this and I will let the professionals handle it from here. Now, so you know, I am going off of what the ASA 2014 ATP book is saying.
Anyone else here please jump in on this since my only qualification is what I found in my test prep book...
Autothrust Blue
Welcome aboard the Washington State Ferries
We have two big fuel numbers on our release at work.
The first is "MINTO," which is the minimum amount of fuel that must be on board when the power/thrust levers are advanced for takeoff. MINTO is the FAR minimum fuel required to legally complete the flight. That is, it is enough fuel:
• to fly to the destination airport considering forecast winds blah blah, then
• to fly to the most distant alternate airport to which dispatched if an alternate airport is required, then
• to fly at 45 minutes thereafter at normal cruising speed.
MINTO is, if you didn't already guess, the bare minimum amount of gas to do anything, and I do mean MINIMUM. We hardly ever take off in the Brasilia at MINTO, for many reasons.
The second is "RLSF" or 'release fuel.' Release fuel is MINTO plus holding, contingency, and taxi fuel, dispatcher or Captain add, and so on. Release fuel is reducible at the Captain's discretion by half of the contingency fuel or "I forget" pounds. (We hardly ever, ever do that on this airplane (indeed in almost 2 years on it I don't think I've ever seen it), and most of us consider the release fuel number the minimum required for pushback.)
We also have a breakdown of the fuel figures on the release into the various categories (taxi, enroute burn, holding, contingency, etc.).
deltabobo
Wingman Extraordinaire!
There are so many possible variables to this question.
1) You can go with minimum fuel per 121.639 (domestic); 121.645 (flag/supplemental).
2) Some companies have mandated min fuel requirements. At RYN, the B767 had company min fuel of 9500 lbs. The fuel pumps on B767 require at least 1000 lbs in the tanks to remain operational (usually 500 lbs in the main, and 250 lbs in the wings).
1) You can go with minimum fuel per 121.639 (domestic); 121.645 (flag/supplemental).
2) Some companies have mandated min fuel requirements. At RYN, the B767 had company min fuel of 9500 lbs. The fuel pumps on B767 require at least 1000 lbs in the tanks to remain operational (usually 500 lbs in the main, and 250 lbs in the wings).
Goes to show each carrier is different. Our minimum takeoff fuel includes burn from point A to point B, alternate fuel, reserve (be it 45 min domestic or 10% plus 30 mins for international), hold, MEL fuel (APU has to run continuously? That goes in MEL fuel), and contingency.
pljenkins
Resident Knucklehead
For purposes of definition, minimum fuel is defined by 121.639 or 121.645. If the question is referring to FAR minimum fuels, that is your answer.
Depending on what equipment your company operates had an impact on "company minimum fuel". If you're a CRJ200 or Jungle Jet operator you don't have the luxury of "kiting" fuel.
Depending on what equipment your company operates had an impact on "company minimum fuel". If you're a CRJ200 or Jungle Jet operator you don't have the luxury of "kiting" fuel.
Autothrust Blue
Welcome aboard the Washington State Ferries
Ah yes. MELs that have an impact on performance or fuel consumption will also be included in MINTO.
Here's what that breakdown usually looks like for us. This is LAX-SAN, with a destination alternate of LAX. Release fuel, at the top of the release, is rounded up to the nearest hundred pounds, so release fuel for this one was 2,400. ("If unsure, say 2,400.")
Autothrust Blue
Welcome aboard the Washington State Ferries
At Eagle, I was up against MIN T/O (as they wrote it) twice. Both times were very unpleasant experiences. One dispatcher was notorious for using planned arrival fuel figures - FOR A TURBOFAN AIRPLANE - similar to those I've seen on the Brasilia. (shakes head)
PlaneFan82
Well-Known Member
ETOPS Critical fuel, and contingency fuel is also part of MFR.
Autothrust Blue
Welcome aboard the Washington State Ferries
Ya know, I never thought of MINTO that way. I think I'll start passing that around...seems accurate enough given how it's computed, above, to the pound, as burnoff + alternate + IFR reserve.Enough fuel that you can land safely, but then flame out both engines while taxiing to the gate.