Originally Posted by
dckozak
One problem with any minimum fuel planning is the trust that you really have the minimum fuel you are counting on. If you go around truly believing you only have enough fuel for an expedited ILS and not even enough to taxi in, can you count on your ability to determining exactly how much fuel you will burn to fly that procedure and, more importantly, do you trust the gauges to show how much fuel you really have.
Why wouldn't you trust the fuel indications unless they are on the MEL? An yes, I know that many PHs say that at low states, fuel indications can be inaccurate. For instance the old -135 had a note that indications below 1500lbs were not reliable and I've seen that.
Its one thing to base your TOGW on a company provided ZFW and add up the gauges. Its another to put your life, your crew and passengers lives on the line trusting that a gauge that reads 1200lbs really has 1200 lbs in it (especially when you've never seen less than than, say 4000 lbs on it).
I jumpseated a long time ago on Frontier, not the one now flying but the one with Convairs and 737-200s and we took off for ABQ on a short flight with less fuel than I wanted to land with. They were very comfortable with the fuel state. So yes, some companies operate thinner than others. And some Capts take lower fuel loads than others.
Everyone has some true minimum level that that wont allow the fuel level to reach. Experience with holding, trusting ATC (or more likely not trusting) their EFC's, believing your companies fuel planning ,and harrowing tales of near (fuel) starvation, all play into our psyche of how little fuel you allow loading on your aircraft.
So what do you fly and what is your min?
And do you frequently talk to your dispatcher before departing or do you just sign the releases and go with the planned fuel?