Rajan Wilcox
There is such a thing as a plane having too much fuel on board. While regulations require that an aircraft carries a minimum amount of fuel, which includes extra fuel in case of emergencies, there are instances where a plane may need to be de-fueled. This is because the weight of the fuel, combined with the weight of the passengers and cargo, could exceed the maximum gross weight, making it unsafe for the plane to take off or land. In such cases, the captain and dispatcher must decide whether to restrict passenger and cargo weight or to de-fuel the plane, which can be a time-consuming and costly process.
| Characteristics | Values |
|---|---|
| Minimum fuel requirements | Fuel required from start of take-off to touchdown at the destination, calculated based on factors like wind speed and temperature. |
| Contingency fuel | 5-15% of trip fuel required or an amount sufficient for 20-30 minutes of flying time. |
| Maximum weight | A plane can have too much fuel if its total weight exceeds the maximum gross weight, requiring de-fuelling or restricting passenger/cargo weight. |
| Emergency landings | If an emergency landing is required early in a flight, the plane may need to dump fuel to reduce weight quickly. |
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What You'll Learn
Regulatory requirements for fuel amounts
The amount of fuel that an aircraft carries is highly regulated. While it is commonly believed that an aircraft carries only the fuel required to fly from one airfield to another, this is not true. Commercial aircraft carry a lot more fuel than that. The amount of fuel to be carried depends on local air regulations, which are detailed in each airline's operating manuals.
The minimum amount of fuel that a passenger jet must have before departure is stipulated by the Captain and the First Officer. This includes the fuel required for the entire journey, from takeoff to touchdown at the destination, including climb, cruise, descent, and approach. If there is no alternate airport planned, the diversion fuel figure is replaced by 15 minutes of holding fuel at 1,500 feet above the destination airfield.
The EASA regulations also state that the minimum fuel required to be present in tanks at the alternate airfield (or destination if no alternate is planned) is calculated based on 30 minutes of fuel-holding at 1,500 feet in a clean configuration at the planned landing weight. This is to account for unforeseen variations such as different winds, temperatures, or ATC restrictions. This fuel can be used after dispatch and is often used for delays on departure or arrival.
Contingency fuel is also required, and this should be the higher of the following:
- Not less than 5% of the trip fuel required from departure to destination
- If an en-route alternate is available, not less than 3% of the trip fuel required
- An amount of fuel sufficient for 20 minutes of flying time based on planned trip fuel consumption
- An amount of fuel required to divert if pilots fail to land at the destination, including fuel for a missed approach at the applicable minima at the destination airfield, fuel for the climb from missed approach altitude to cruising altitude, and fuel to cruise from TOC to TOD
In the US, the minimum fuel requirements for VFR conditions are outlined in the Electronic Code of Federal Regulations. It states that no person may begin a flight in an airplane under VFR conditions unless there is enough fuel to fly to the first point of intended landing and then, assuming normal cruising speed, for at least 30 minutes during the day or 45 minutes at night.
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De-fuelling and re-fuelling
Before the re-fuelling process begins, it is crucial to verify the fuel grade and quantity. Avgas, or aviation gasoline, is typically used in early airplanes with automobile, motorcycle, or tractor engines and is identified by its red colour. On the other hand, jet fuel, similar to kerosene, burns at higher temperatures and is denoted by the colour black. It is important to ensure that the fuel nozzle is compatible with the aircraft's fuel filler; avgas nozzles are typically small and round, while jet fuel nozzles resemble a duck's bill.
During the re-fuelling process, active observation is essential. Any discrepancies or unusual occurrences should be addressed immediately. After the refuelling is complete, it is important to verify that the fuel grade and quantity on the invoice match what was ordered. This verification helps ensure that the aircraft has received the correct type and amount of fuel.
While de-fuelling is not as commonly discussed as refuelling, it is equally important. De-fuelling may be necessary in certain situations, such as when an aircraft needs to reduce its weight or when there is a need to transfer fuel to another aircraft. The process of de-fuelling involves removing fuel from the aircraft's tanks, typically using specialised equipment. Similar to refuelling, it is crucial to follow safety protocols and bonding procedures during de-fuelling to mitigate the risk of unintended ignition of fuel vapours.
In some cases, aerial refuelling, also known as in-flight refuelling, may be employed. This process involves transferring aviation fuel from one aircraft (the tanker) to another (the receiver) while both are in flight. Aerial refuelling allows the receiving aircraft to extend its range and stay airborne for longer. However, aerial refuelling is primarily used in military operations due to the specialised equipment and handling required, and it is not commonly utilised in civilian aviation.
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Weight restrictions
Weight is a significant consideration in aviation, with restrictions in place to ensure safe flight operations. These restrictions apply not only to the overall weight of the aircraft but also to specific weight distributions, including fuel load. Carrying too much fuel can negatively impact a plane's performance and safety.
The minimum fuel requirements for aircraft are stipulated by regulatory bodies such as the EASA (European Aviation Safety Agency) and the FAA (Federal Aviation Administration). These regulations outline the mandatory fuel quantities that an aircraft must carry. The minimum fuel requirement is calculated to cover the entire flight, including takeoff, climb, cruise, descent, and landing, with additional fuel for potential go-arounds or diversions. This calculation is based on the planned landing weight, taking into account factors such as wind, temperature, and air traffic control restrictions.
To comply with regulations, airlines refer to their operating manuals, which detail the specific fuel requirements for their aircraft. The captain of the aircraft is responsible for ensuring that the plane carries at least the minimum required fuel before departure. They may decide to carry extra fuel based on factors such as potential delays, unforeseen circumstances, or specific needs for that particular flight.
While there are no explicit mentions of maximum fuel restrictions, it is essential to consider weight limitations. Carrying excessive fuel can lead to weight-related issues. An aircraft loaded with too much fuel may exceed its maximum takeoff weight (MTOW), impacting its performance and safety margins. Therefore, while there may not be explicit restrictions on the maximum fuel load, practical weight limitations come into play to ensure safe flight operations.
In summary, weight restrictions are critical in aviation, and while there may not be explicit maximum fuel limitations, practical weight considerations prevent aircraft from carrying excessive fuel loads. Adhering to regulatory fuel requirements and weight restrictions ensures the safe and efficient operation of aircraft during their journeys.
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Emergency landings
Aircraft have two major types of weight limits: the maximum takeoff weight, which is the heaviest weight at which a pilot is allowed to attempt to take off, and the maximum landing weight, which is the heaviest weight at which a pilot is allowed to attempt to land the plane. The maximum takeoff weight is considerably greater than the maximum weight for landing. This is because landing puts more stress on a plane, and landing with too much weight can cause structural damage or even cause the plane to break apart on landing.
Therefore, if an emergency landing is required shortly after takeoff, the plane may still contain more fuel than intended for landing. In this case, the pilot has three options: they can fly around to burn the fuel down to the maximum landing weight, land with the plane still overweight, or dump fuel. The decision is up to the pilot and depends on the nature of the emergency. For example, if there is a fire onboard, the pilot will likely choose to land as soon as possible, even if the plane is overweight. On the other hand, if there is a less urgent problem, the pilot may choose to burn or dump fuel before landing.
Fuel dumping, or fuel jettison, is done to reduce the weight of the plane so that it can land safely and quickly. Not all planes are equipped with fuel-dumping systems; typically, only larger, wide-body planes have this capability. When a plane dumps fuel, the fuel is released at enormous pressure, projecting it into the air stream. It disperses and breaks down into small droplets very quickly, usually evaporating before it reaches the ground. Most fuel dumps are carried out at an altitude of about two and a half to five miles, as this allows enough time for the fuel to evaporate.
In some cases, if there is no designated fuel dumping site or the plane cannot make it to one, the pilot will instead circle around until the fuel level has dropped sufficiently. This is not possible if the emergency requires the plane to be on the ground immediately.
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Calculating fuel requirements
One common approach is to calculate the Block Fuel, which refers to the total fuel required in the tanks when the aircraft is still on the apron. This includes fuel for startup, taxiing, and holding before takeoff. Additionally, the minimum fuel requirement is crucial, as it ensures enough fuel to reach the destination or an alternate airfield in case of unforeseen circumstances. This is typically calculated based on holding fuel at a specific altitude and planned landing weight.
To estimate fuel requirements, a simple method is to multiply the average fuel consumption per hour for the specific aircraft type by the duration of the flight. However, this method may not account for variations in consumption during different phases of flight, such as takeoff, climb, cruise, and descent. More sophisticated tools and equations, such as the Breguet equation, are available to pilots and airlines for more precise calculations.
Contingency fuel is another crucial consideration. It is the extra fuel carried to account for unforeseen events, such as airport closures or aircraft emergencies. The amount of contingency fuel is typically calculated as a percentage of the total trip fuel required or based on a minimum holding time at a specific altitude.
While regulations vary slightly between authorities, they share similar principles. For example, EASA regulations require the captain to ensure sufficient fuel for the entire journey, including takeoff, climb, cruise, descent, and touchdown at the destination or an alternate airport. These regulations also outline the minimum fuel requirements in specific scenarios, such as when no alternate airport is planned.
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Frequently asked questions
Yes, a plane can have too much fuel. This is an uncommon situation but it can occur when a plane is too heavy to land. This can happen when a plane scheduled for a long-haul flight is swapped onto a short-haul flight.
The captain has three choices: burn the fuel until the plane is at maximum landing weight, land the plane while it is still overweight, or dump the fuel.
Burning or dumping fuel can help to reduce the landing weight of a plane. Dumping fuel can be done quickly, with thousands of pounds of fuel being released in a few minutes.
The minimum amount of fuel a plane must carry is set out by regulators such as EASA and the FAA. This includes the fuel required for takeoff, climb, cruise, descent, and approach to touchdown at the destination.
