Air Canada Flight Operations Fuel Policy PDF

04 APR 2024 FLIGHT OPERATIONS Rev. 45 8.1.6 Fuel...

04 APR 2024 FLIGHT OPERATIONS Rev. 45 8.1.6 Fuel Policy 8.1.6.1 General Air Canada plans all flights to be in compliance with the CARs while achieving the most cost effective flight operations possible. By regulation, after the Pilot-in-Command accepts the OFP, the Dispatcher and Pilot- in-Command share co-authority for Flight Watch. After take-off, the Pilot-in-Command has sole discretion in the management of all fuel. To improve the overall efficiency of the flight planning process, a Voyage Report shall be filed for any modification to the flight plan requested by the Pilot-in-Command that requires a change in fuel from the amount planned in the original OFP (e.g., Alternate change, speed change, OPN fuel, etc.). The Voyage Report should explain the reason(s) for the change request. The Fuel Control Manual provides additional guidance regarding the means of meeting the Fuel Policy contained in the FOM. The Fuel Control Manual expands on data processes, operational considerations, and safety management guidelines related to the safe application of the Air Canada fuel policy. 8.1.6.2 Protected and Unprotected Fuels Planned fuel may be protected or un-protected. 1. Protected Fuel: Fuel amount planned to be available over a specific point (e.g., over destination, over alternate, etc.). Fuel will be burned carrying the weight of the protected fuel. As such, the amount of fuel needed to carry the protected fuel is added to the BURN to ensure that the full amount of protected fuel is available at the required point. The following Fuels are always protected: ALTN CONT 5 MIN ETOPS SDTO SUPP RESERVE NAIFR SAP 2. Un-protected Fuel: Fuel boarded with the assumption that some of it will be consumed en route as a result of carrying its own weight. 8.1.6.3 Fuel Categories Fuel is categorized for the purpose of fuel allocation and tracking the effectiveness of the Fuel Policy. All fuel category values shown on the OFP are over-destination amounts, with the exception of TAXI fuel and BURN. The fuel categories and associated OFP designators (in brackets) are described in detail below. Refer to 13.2 - OFP Example and Decode for a description of how they appear in the FUEL INFORMATION section of the OFP. 1. Additional Fuels (ATC and WXX) In accordance with regulations, and for the purpose of flight planning, fuel must be considered for anticipated (foreseen) delays. Fuel for anticipated delays is boarded as follows: a. Air Traffic Control Fuel (ATC): Fuel boarded for anticipated air traffic delays, such as holding, vectors, early descents, slow downs, routing changes, and traffic volume. Continued on Next Page FOM 18  04 APR 2024 FLIGHT OPERATIONS Rev. 45 b. Weather Fuel (WXX): Fuel boarded for anticipated enroute meteorological conditions, including turbulence. In some instances, fuel for anticipated weather related ground delays may also be included in this fuel with an associated explanatory comment in the DX RMKS section of the OFP. Because ETOPS fuel is no longer required after the ETOPS Exit Point, ETOPS fuel may be used in place of Additional Fuel required for anticipated delays that occur after the ETOPS Exit Point. This substitution shall be indicated with an associated explanatory comment in the DX RMKS section of the OFP. 2. Alternate Fuel (ALTN) When an alternate is required, the calculation of OFP ALTN fuel is based on a Cost Index of 0 and the distance the aircraft will travel from the threshold of the planned landing runway at the destination airport to the planned landing runway of the alternate airport via the published SID, enroute, and STAR routing. The vertical profile including the missed approach is considered in calculating fuel requirements. ALTN Fuel may be consumed without proceeding to the alternate when, in the Pilot-in-Command’s best judgment, the aircraft can be landed safely at the destination airport. In deciding whether to proceed to an alternate or to consume a portion of ALTN in order to land at the destination airport, the Pilot-in-Command should consider the following factors at both destination and alternate airports: The availability of more than one usable runway; and Forecast and actual weather; and Traffic congestion; and Any other factors that may delay the aircraft’s landing. Although Alternate Fuel may be consumed for purposes other than those planned for, this fuel must not be consumed routinely. Moreover, when determining fuel requirements at the flight planning stage, Flight Dispatchers and the Pilot-in-Command shall not plan to burn into this fuel. Whenever any portion of ALTN Fuel is consumed without proceeding to the alternate, Flight Dispatch must be advised as soon as practicable, and an ASR should be filed. Refer to 8.1.8 - Alternates and 8.1.8.5 - No Alternate IFR Operations (NAIFR). 3. Burn to Destination (BURN) BURN fuel is based on the distance the aircraft will travel from the take-off point on a specified runway to the destination runway via the planned SID, enroute and STAR routing. The vertical profile is considered in calculating fuel requirements. An ASR should be filed if actual fuel burn is significantly greater than the planned burn. 4. Contingency Fuel (CONT) Contingency fuel (CONT) is the fuel required to compensate for factors that could not be foreseen during flight planning. From a safety risk management perspective, CONT is used to mitigate the risks associated with operational factors or hazards that cannot be planned, anticipated, or controlled. Modern flight planning technologies ensure that most factors that may affect fuel consumed on a flight are foreseen, and are therefore compensated for by other fuel types detailed in this policy. Although CARs only require CONT on International flights, Air Canada voluntarily applies a consistent Contingency Fuel Policy for all operations; Domestic and International. a. Determining CONT Continued on Next Page FOM 19  04 APR 2024 FLIGHT OPERATIONS Rev. 45 CONT is normally calculated using ICAO recommended Analyzed Contingency Fuel (ACF) methodology. Air Canada’s ACF program calculates a BURN deviation using the planned burn (shown as BURN on the OFP) and actual burn for each flight on a city pair. The BURN deviation is then statistically analyzed to derive an ACF coverage value. The coverage value is then applied to calculate the CONT amount for the next flight. In general, the CONT amount is dependent on the size of the BURN deviation of historical flights. A minimum statistical sample size is required for calculating CONT using ACF methodology. When the minimum required statistical sample size is not available, CONT will be equal to 5% of the BURN value for the flight. Additional information regarding sample size is contained in the Flight Operations Fuel Control Manual. At a minimum, CONT will never be less than CONT 5 MIN (an amount of fuel sufficient to fly for five minutes at holding speed, at the estimated landing weight,at 1,500 feet ASL and ISA). The CONT derivation method is fixed in LIDO for each city pair and is not to be changed by the Dispatcher. CONT may also be calculated using the Redispatch method. Refer to FOM 9.4 Redispatch for additional information. b. Using Contingency Fuel CONT may be used any time after pushback due to unforeseen delays, however, the flight shall not take-off with less than CONT 5 MIN. The MIN T/O FUEL amount in the right hand column of the OFP FUEL INFORMATION section ensures CONT 5 MIN is on-board at the start of take-off. Refer to Minimum Take-off Fuel (MIN T/O FUEL) for additional information. 5. Extended-range Twin-engine Operations Fuel (ETOPS) ETOPS fuel is boarded when fuel is needed to ensure the ETOPS route segment diversion fuel requirements are met. ETOPS fuel is not always required for ETOPS flights. LIDO assumes some of the planned CONT fuel will be available at the ETOPS critical point for ETOPS diversion purposes. For example, if the most critical point is 3/4 of the way along the route, then it assumes 1/4 of CONT fuel is available at that critical point. Refer to 9.3.4.5 - Fuel and Oil Supply for detailed ETOPS fuel planning information. ETOPS fuel is available for other purposes after the ETOPS exit point. refer to 1. Additional Fuels (ATC and WXX) section above. 6. Standard Diversion Time Operations (SDTO) Fuel SDTO route segments remain within 60 minutes flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) of an adequate airport as defined in FOM 9.3.3 - Definitions. SDTO fuel is boarded when fuel is needed to ensure the planned flight fuel for SDTO route segment(s) is sufficient to: Allow for a descent at any point along the route to the lower of the one-engine-inoperative service ceiling or 10,000 feet ASL, and Cruise at the one-engine-inoperative service ceiling or 10,000 feet ASL to an adequate airport and: ◦ conduct an approach and missed approach, and ◦ hold for 30 minutes at an altitude of 1,500 feet above the airport elevation. Continued on Next Page FOM 20  04 APR 2024 FLIGHT OPERATIONS Rev. 45 7. Extra Fuels (TKG, OPN, and XFOB) Extra fuels are not required by regulation and may be consumed when operationally required. Extra fuels are categorized below: a. Tanker (TKG) Fuel boarded in accordance with the LIDO Tankering Program for commercial reasons. Any ATC, WXX or OPN fuel must be allocated prior to the determination of TKG. b. Operational (OPN) Operational fuel (OPN) is normally the extra fuel requested by the Pilot-in-Command for known or forecasted factors on the day-of-flight which, in his/her best judgment, have not been adequately accounted for by the planned fuel. When considering OPN fuel, the specific reason for the extra fuel shall be identified and justified. The reason for OPN fuel will be shown in the DX RMKS section of the OFP and will also be tracked to facilitate continuous improvement of the flight planning system. Per 8.1.6.1 - General, the Pilot-in-Command shall file a Voyage Report detailing the reason(s) for the extra fuel request. Mandatory tankering requirements for Jetz flights will also be included in OPN fuel and does not require a Voyage Report to be filed. When ordering OPN fuel, the Pilot-in-Command shall request OPN in one minute increments. The following are fuel amounts in one minute increments, by aircraft type, and are to be treated as a “rule-of-thumb” only. ONE MINUTE INCREMENTS OF FUEL Aircraft Type KG per Flight Minute KG per Taxi Minute A220 30 9 B737 36 11 A319/320 50 15 A321 60 15 B767/B767F 80 24 A330 100 25 B787 90 22 B777 150 33 OPN fuel may also be boarded for use on the ground prior to departure (for an MEL or operational consideration where APU use is required on the ground, for example.) In this case, Flight Dispatch will place a remark in the DX RMKS section of the OFP detailing the purpose of the extra fuel. a. Extra Fuel on-board (XFOB) This occurs in cases where fuel has been pre-boarded and a FIN swap takes place. In other words, XFOB is the amount of fuel in excess of that required for the present flight that was on- board the aircraft when it arrived at the gate from the previous flight. Continued on Next Page FOM 21  04 APR 2024 FLIGHT OPERATIONS Rev. 45 8. Minimum Equipment List (MEL) Fuel to satisfy MEL requirements. MEL fuel may be consumed after take-off for purposes other than those planned for, but Flight Dispatchers and the Pilot-in-Command shall not plan to burn this fuel for other purposes at the flight planning stage. 9. No Alternate IFR Second Approach (NAIFR SAP) This fuel is boarded for a missed approach and a second approach at the destination airport. This will be added for all NAIFR flights. NAIFR SAP is 12 minutes of fuel, calculated using the estimated landing weight at 1,500 feet ASL in ISA conditions. Although NAIFR SAP may be consumed for purposes other than those planned for after take-off, Flight Dispatchers and the Pilot-in-Command shall not plan to burn into this fuel during flight planning. 10. Reserve (RESERVE) RESERVE is the fuel required to hold for 30 minutes at the destination airport, at the estimated landing weight and 1,500 feet ASL in ISA conditions. It is protected to the destination for NAIFR flights and to the destination alternate for all other flights. The Pilot-in-Command shall continually ensure that the amount of usable fuel remaining onboard is not less than the fuel required to proceed to an aerodrome where a safe landing can be made with the planned Reserve fuel remaining upon landing. Moreover, when determining fuel requirements at the flight planning stage, Dispatchers and the Pilot-in-Command shall not plan to burn into this fuel. Whenever any portion of Reserve fuel is consumed, Flight Dispatch shall be advised as soon as practicable, and an ASR should be filed. Burning into Reserve fuel constitutes a Fuel Emergency. Refer to 12.7.2.2 - Fuel Emergency for more information on Fuel Emergencies. 11. Supplementary Fuel (SUPP) Supplementary Fuel is an incremental amount of fuel to ensure that a planned minimum amount of fuel is available over destination. This “top-up” ensures that a specified minimum EFOB will be available over destination and may be set in LIDO per AOM guidance. If the EFOB over destination during flight planning falls below this specified amount, SUPP is automatically added to bring the EFOB over destination up to the specified amount. Although SUPP may be consumed after take-off for purposes other than those planned, Flight Dispatchers and the Pilot-in-Command shall not plan to burn into this fuel during flight planning. Flights may land below the specified amount as it is not an operational minimum. 12. Taxi Fuel (TAXI) Taxi fuel is boarded to ensure that there is sufficient fuel to provide for taxiing and foreseeable delays prior to take-off. Fuel for taxi-in after landing is not included in the fuel plan. The base taxi fuel amount is statistically determined using historical taxi data for the departure airport, using all-engines taxi fuel flow. Flight planned TAXI fuel shall not be less than the base TAXI fuel amount. Additional TAXI fuel shall be boarded for anticipated ground departure delays (e.g., de-icing, single runway operations, thunderstorms, etc.) with an associated explanatory comment in the DX RMKS section of the OFP. In cases where the flight is planned at or near the Maximum Take-off Weight, additional fuel for ground departure delays may be entered as WXX fuel with an associated explanatory comment in the DX RMKS section of the OFP. Entering the additional TAXI fuel as WXX fuel ensures that if the additional fuel for anticipated ground departure delays is not burned prior to take-off, the aircraft Continued on Next Page FOM 22  04 APR 2024 FLIGHT OPERATIONS Rev. 45 MTOW will not be exceeded. In other words, payload will be reduced by the amount of the additional fuel boarded. Furthermore, Flight Crews should consider the take-off weight implications of not burning the planned amount of TAXI fuel. 8.1.6.4 OFP Fuel Totals Fuel Totals are generated by adding all the exact fuel category values and then rounding the value. In some cases, this may yield a value that is slightly different than the sum of the rounded fuel values. The OFP Fuel Totals and associated OFP designators (in brackets) are described in detail below. Refer to 13.2 - OFP Example and Decode for a description of how they appear in the FUEL INFORMATION section of the OFP. 1. Flight Fuel (FLIGHT FUEL) This is the sum of all the fuel categories that constitute the minimum planned fuel required from start of take-off to landing in accordance with the Air Canada Fuel Policy: BURN, RESERVE, MEL, CONT, NAIFR SAP, ALTN, ETOPS, SUPP, ATC, and WXX. FLIGHT FUEL does not contain Extra and TAXI fuel. 2. Take-off Fuel (TOF) This is the planned weight of fuel on-board at the start of take-off. It is the sum of FLIGHT FUEL and Extra fuel. This is the weight of fuel used for take-off weight planning. 3. Block Fuel (BLOCK) The BLOCK fuel value is generated by adding all of the fuel category values shown in the PLANNED FUEL section of the OFP. It is the sum of FLIGHT FUEL, Extra fuel, and TAXI fuel. The BLOCK fuel is the planned amount of fuel on-board at start of pushback. 4. Minimum Take-off Fuel (MIN T/O FUEL) MIN T/O FUEL is the sum of BURN, RESERVE, MEL, CONT 5 MIN, NAIFR SAP, ALTN, ETOPS and SDTO fuel values. CAUTION: MIN T/O FUEL does not include fuel for terminal/enroute weather or ATC delays. 8.1.6.5 Fuel Plan Monitoring and Communications 1. Fuel Plan Monitoring The primary means for monitoring fuel status is the OFP. The Fuel Totals in the FUEL INFORMATION section of the OFP can be used to assist in making fuel management decisions. It is imperative that all operational participants monitor the planned vs. actual fuel use throughout the flight. Careful comparison of the AFOB versus MFOB/EFOB at OFP waypoints validates the OFP fuel plan. When actual fuel consumption is greater than that indicated in the plan, action should be taken to protect the safety and commercial integrity of the flight. Prior to take-off, Flight Crews shall ensure that at least the MIN T/O FUEL specified in the OFP is on- board. Continued on Next Page FOM 23  04 APR 2024 FLIGHT OPERATIONS Rev. 45 During flight, if a fuel leak is suspected, the Flight Crew shall action the applicable QRH procedures. 2. Communications a. Flight Crew – Dispatch Communications Flight Crew should coordinate with Dispatch if any situation could cause a change to the original fuel plan. Proactive action will increase the likelihood of safe and successful flight completion. The following are some examples of when the Crew should engage Dispatch in possible revision of the fuel plan: It becomes apparent that there will be less than BLOCK fuel on-board at pushback. It becomes apparent that there will be less than FLIGHT FUEL at the start of take-off. If at any point after Top of Climb, the AFOB is less than the MFOB over an OFP waypoint, a revised fuel plan shall be coordinated in consultation with Flight Dispatch. Refer to 12.7.2 - Low Fuel Situation – Dispatch communications requirements in Low Fuel situations. b. Flight Crew – ATC Communications 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 MFOB specified on the OFP. Refer to 12.7.2.1 - Minimum Fuel Advisory and 12.7.2.2 - Fuel Emergency – ATC communications requirements in Minimum Fuel and Fuel Emergency situations. 8.1.6.6 Fuel Plan Revision 1. General LIDO is the primary tool for revising the fuel plan. The use of FMC/FMS predictions is not an acceptable means of revising the fuel plan. Flight Crews should provide all the necessary fuel data to the Dispatcher via the most practical means (e.g., ACARS, VHF voice, etc.). The Dispatcher, in consultation with the Pilot-in-Command, will run new options and suggest a course of action. Some of the options may include: Reducing TAXI fuel, but not below the base TAXI fuel amount (refer to 8.1.6.3 - Fuel Categories). Change Cost Index to a lower value Shorten the Alternate Revise the route Dropping the Alternate. With the exception of Re-Dispatch flights (refer to 9.4.4.1 - Enroute Flight Release Recommendation (1.b)), the requirements of 8.1.8.5 - No Alternate IFR Operations (NAIFR), do not have to be met if the flight is dropping the Alternate enroute. Consideration should be given to the factors described in Alternate Fuel (ALTN) prior to dropping the Alternate enroute. Re-evaluate impact of previously anticipated delays (WXX and ATC) En route fuel stop and continue to destination Stop short of destination Proceed to alternate Continued on Next Page FOM 24  04 APR 2024 FLIGHT OPERATIONS Rev. 45 Should a new plan be accepted by the crew, the revised parts of the OFP should be sent to the aircraft via ACARS. Pen and ink amending of the OFP through voice communications is acceptable but not preferred. 2. Prior to Pushback If it is anticipated that less than BLOCK fuel will be on-board at start of pushback, a revised fuel plan should be considered in consultation with Dispatch or the aircraft should be refueled. If it is not possible to contact Dispatch in a timely manner, commencing pushback without Extra fuels and a portion of Additional fuels is permitted provided the Pilot-in-Command is satisfied that the remaining fuel is sufficient for the flight. Foreseeable delays due to weather, ATC, and any other conditions that could delay the landing of the aircraft shall be considered. Dispatch shall be advised as soon as possible. 3. After Pushback, Prior to Take-off If it is anticipated that less than FLIGHT FUEL will be on-board at start of take-off, a revised fuel plan should be considered in consultation with Dispatch. In situations where all of the additional fuels are consumed during an extended ground delay, it is permissible for some of the CONT fuel to be consumed on the ground after pushback. Flights shall not depart with less than the MIN T/O FUEL amount (Refer to 8.1.6.4 - OFP Fuel Totals (4)). Regardless of this minimum, if some of the Additional or CONT fuel is consumed on the ground, the Pilot-in-Command and the Flight Dispatcher must be satisfied that adequate fuel is on-board to safely complete the flight, with due consideration given to weather, ATC, and any other conditions that could affect the flight. If it is not possible to contact Dispatch in a timely manner on the ground, the Pilot-in-Command shall advise Dispatch of this condition as soon as possible once airborne. If it is anticipated that less than MIN T/O FUEL will be on-board at start of take-off, Dispatch shall generate a new MIN T/O FUEL compliant OFP and communicate the fuel plan changes to the Pilot- in-Command prior to takeoff (Refer to 8.1.6.6 - Fuel Plan Revision). Take-off is not authorized if fuel on-board is less than the planned MIN T/O FUEL. 4. Cruise If at any point after Top of Climb, the AFOB is less than the MFOB over an OFP waypoint, a revised fuel plan shall be coordinated in consultation with Dispatch. 8.1.7 Take-off Alternates 8.1.7.1 Requirements A take-off alternate is required when: 1. The take-off will be conducted in visibility that is less than the Standard Take-off Minima of RVR 2600 or 1/2 statute mile, or 2. The reported weather is below the landing minima (ceiling and/or visibility) that would allow an immediate return for landing on the departure runway or another suitable runway at the aerodrome of departure. CAT II or CAT III limits cannot be used in determining this landing minimum. Note: Flight Dispatch may also designate a take-off alternate for other operational conditions that would preclude a return to the departure airport. FOM 25