ICAO changes for minimum and emergency fuel

A L P L N E W S L E T T E R
GENERAL NEWSLETTER April 2013
ICAO changes for minimum and emergency fuel
In the past the term “Minimum Fuel” has had different connotations globally. Additionally no standard
phraseology were defined to be used by pilots when it has been determined that an aircraft will infringe upon
its final reserves fuel before landing.
By the end of last year ICAO issued amendments to both ICAO
Annex 6 and the Procedures for Air Navigation Services – Air Traffic
Management. These amendments include the definitions of declaring
“Minimum Fuel” and procedures for protecting final reserve fuel.
These changes can basically be broken down into a 3-step approach
whereby the flight crew notifies ATC of the progression of their fuel
state when it has been determined by the crew that they are nearing
a critical fuel situation. It is important to note that a common element
in every scenario is that each time “Minimum Fuel” is declared, the
commander has already committed to land at a specific aerodrome
and is concerned that a landing may occur with less than final reserve
fuel remaining. 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 3 steps, each situation is different,
and may be resolved at any stage in the process.
Step 1
Request delay information from ATC. This may include for example
seeking information concerning any expected delays. This may already
been done, 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 or the fuel required
to operate to an isolated aerodrome.
Step 2
Declare “Minimum Fuel” when committed to land at a specific aerodrome
and any change in the existing clearance may result in a landing
with less than final reserve fuel. It can be seen as the last line of defence,
before declaring a fuel emergency. This declaration is also intended
to inform ATC that as long as the current clearance is not
modified, the flight should be able to proceed as cleared without compromising
the commander’s responsibility to protect final reserve fuel.
However if ATC would amend this clearance, e.g. by giving delay vectors
or holding instructions, this may result in landing with less than
final reserve fuel remaining. Pilots should not expect any form of priority
handling as a result of a “Minimum Fuel” declaration. ATC will
advise the flight crew of any additional expected delays as well as coordinate
when transferring control of the airplane to ensure other
ATC units are aware of the flight’s fuel state.
Step 3
The commander of a flight is required by regulations to declare an
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 and is the last
in a series of procedural steps to ensure the safe completion of a
flight. It communicates that immediate action must be taken by the
commander and ATC to ensure that the aeroplane can land as soon
as possible. It is important to note that declaring an emergency not
only opens all options for pilots (e.g. available closed runways, military
fields, etc.) but it also allows ATC added flexibility in handling an aeroplane.
The word “Fuel” is used as part of the declaration simply to
inform ATC about the nature of the emergency.
These three steps are already the final of a process of good airmanship
or situational awareness how it is called in the modern way, like:
• Cross check the planned fuel given on the operational flight plan
versus expected flight time and possible additional needs during
the flight.
•
•
•
Cross check the planned fuel versus actual fuel status.
Confirm the minimum required fuel is still on board when commencing
the flight and not already partially used for taxi etc.
Continuous and regular fuel checks during the flight to identify a
fuel shortage early before it might get critical.
This list should give only some ideas and is for sure not complete,
but you find your individual procedures in your relevant Operations
Manual of your company.
And keep in mind: The best way to solve critical situation is to avoid
them!
Joachim Fischer
Senior First Officer
Chairman ALPL Flight Safety Committee