Is it me or are you worn down/out with the multi-modal fuel policy messages? Fine, tow me to the numbers and I'll launch with emerg at FOD with no alt......not ...

Doesn’t the new policy go into effect 2Jul? Maybe asking after that will yield some new data. I’ll forgo an addition to the survey until after that.
For me, as of today? I haven’t felt the need to ask for additional fuel in at least 5 years. What’s on the release has been more than comfy, but maybe domestic flyers are seeing something else even before the new policy starts.

Five years? You must have phenomenal luck. In the last five years I've been given a forecast of good weather (no alternate required) into Indy, Memphis, Newark, Seattle, LA, Syracuse, Fort Lauderdale, and that's just off the top of my head, all below or at minimums when we got there. Unforecast thunderstorms, unforecast crosswinds that went past limitations, in addition to low vis.

I've had alternates not added when one was required, no additional fuel for thunderstorm avoidance or ATC vectoring on the east coast, added fuel because the freight was going to be heavy, just to name a few reasons. Do these issues not come up internationally? Domestically, we certainly don't trust meteorology weather forecasts, because they screw then up all the time. That's the main reason we add gas, we do not trust...nor should we.

From the right seat, I often see captains add gas when they don’t need it (I certainly don’t mind) and we end up landing with 25k in Memphis on a day we could easily get away with 16. That said, in the last two weeks I’ve two flights (transcons) where we would’ve needed to divert if the captains had taken the GOC fuel load.

In short it’s tough to believe that this week GOC can so poorly plan our burns but two weeks from now it’ll be better... I’d love to be an advocate for the policy change but I’m pretty darn skeptical

I was being conservative. 3 years on the 777 and 7 on the MD in ANC, I could probably say 10 years and maybe be forgetting 1 or 2 flights.

Luck? Maybe. Probably more a case of reduced frequency compared to the folks slugging it out domestically dealing with more high density airports and the variance in US Wx. When you only average 4-6 revenue legs a month, the odds are probably in favor of a vanilla flight. When things aren't so mellow, the contingency gas, ICAO fuel reserves and lower density airspace (aside from a few problem areas) probably make it less likely seat cushions are going to go missing.

Bulk of my trips are international, and with B043 reserves I am usually comfortable with the planned FOD fuel. However, if I see a tight number between the Total Fuel and Required due to an overly optimistic Taxi fuel, I add. Best to fix the problem in the chocks instead fo at the end of the runway before pushing the throttles up.

I agree.. Poll is just a bit premature..

I add about half the time. I'm conservative when it comes to fuel and a divert (even if they say it's not my fault) simply leads to even more fatiguing days.

Yes. It would be good to have an acknowledgement that it's not a concern of whose fault it is, but the fact is that adding an extra leg to upload fuel can extend your duty day by many hours. Trips are fatiguing enough as it is, crews would prefer to hold awhile and wait for the weather to improve as opposed to diverting. It is better for reliability, also. I'm sure crew schedule would be just fine with declaring an operational emergency just for your flight and extending you to the FAR limits, but they aren't considering the impact on the crew. And I'm not sure when a diversion would ever be the crew's fault. Maybe accepting a direct routing, getting delayed by winds and not passing that information onto GOC, but that's about it.

I was NEVER shy about adding more fuel. I've diverted several times ... never heard a word from Management.

Several lessons learned;

- Have the fueler call GOC for a credit card number for gas
- When I diverted to LIT they had never seen a DC-10 and didn't know how to fuel it (I did). The Fire Department came over just to look at us.

The biggest problem was getting paperwork for the next leg to a non-FDX station.

Each time I diverted I assumed we would get more gas, wait for the weather to clear and then fly to the original destination. More times than not we were sent to a hotel to crew rest and DH home.