2WDF Fuel Reduction: In-flight

• Crew must monitor fuel to ensure there is enough to reach the destination, make an approach, divert to an alternate aerodrome (plus 5% Contingency Fuel), and hold for 30 minutes at 1,500 FT AAL before landing.

2 Women Don’t Fight (2WDF) - In-flight Reduction of Normal Fuel Required

• Normal fuel can be reduced if the flight will arrive with less than minimum diversion fuel, provided specific conditions are met enroute and before descending to the destination.
• The destination must have two independent, suitable runways.
• Weather at the destination ETA must be at or above Non-Precision Approach (NPA) Planning Minima for Destination Alternates, with crosswind within aircraft limits.
• There should be no known or probable ATC delays.
• Fuel must be sufficient to continue to the destination, plus 5% Contingency Fuel from overhead or abeam the last suitable ERA, plus 30 minutes holding at 1,500 FT AAL, and facilitate an approach and landing.

Final Reserve Fuel

• Equals 30 minutes holding at 1,500 FT AAL, based on the aircraft's planned landing weight at the alternate aerodrome.
• 777-300: 3,200 KG
• 777-300ER: 3,500 KG

Minimum Reserve Fuel

• Equals 15 minutes holding at 1,500 FT AAL.

Minimum Diversion Fuel

• The sum of Alternate Fuel and Final Reserve Fuel.

"Minimum Fuel" Declaration

• PIC must declare "Minimum Fuel" when committed to land at a specific aerodrome.
• A declaration is required if any clearance change may result in landing with less than the planned Final Reserve Fuel.

Fuel Emergency Declaration

• PIC must declare a fuel emergency ("MAYDAY MAYDAY MAYDAY FUEL") when the calculated usable fuel predicted upon landing at the nearest safe aerodrome is less than the planned Final Reserve Fuel.

INSUFFICIENT FUEL Display

• Displayed if the fuel estimate is less than the fuel reserve value, or if no reserve value is entered, less than 4,000 lbs (1,814 kgs).

Fuel Types

• Contingency fuel: Accounts for extended taxi, altitude restrictions, weather avoidance, and wind errors (5% of trip fuel).
• Additional fuel: EDTO critical point fuel, needed to reach an en route alternate from the critical point, plus 5% contingency.
• Alternate fuel: Fuel for a missed approach at the destination, climb to cruise, flight to alternate, descent, and landing (if alternate is less than 90nm away, fuel is calculated as if it were 90nm away).
• Extra fuel: Addresses weather and ATC issues.
• Discretionary fuel: PIC's extra fuel.
• Island reserve fuel: 2 hours at normal cruise consumption.

Fuel Calculations

• FUEL REQUIRED: Taxi, trip, contingency, additional, alternate, final reserve.
• TOTAL FUEL: Fuel required, tankering, extra, discretionary.
• Minimum Diversion Fuel: Alternate + final reserve fuel.

Fuel Tankering

• Done due to pricing differences at different aerodromes or fuel shortages.
• If fuel contamination is expected, fuel tankering may be disregarded by PIC.
• Consider runway changes and shortcuts, because they may lower trip fuel and lead to landing at or above Max Landing Weight.

Fuel Categories:

• CAT A = 1 sector fuel
• CAT B = 2 sector fuel (includes approximately 10 minutes of extra fuel automatically – OPERATIONAL TANKERING)
• CAT C = 3 sector fuel

Dynamic Tankering

• When extra fuel is not added automatically.

Continuation Requirements

• Fuel onboard is equal to or exceeds normal fuel required.
• Fuel onboard is sufficient to divert to a suitable ERA
• Conditions for in flight reduction of normal fuel required to destination

Diversion Rules

• Landing at any aerodrome other than the destination is a diversion and does not require alternate fuel.
• Decide to divert or continue before passing overhead or abeam the last suitable ERA.

Fuel Estimation

• Fuel remaining should be based on the totaliser indication.

Cost Index (CI)

• A balance of fuel cost against time-related operational costs (min cost, min fuel, min time, min distance).
• CI 0 is minimum trip fuel