raE Low
RYANAIR.com FARES AtmtimE
Pilot Memo
Re: FUEL Ladies and Gentlemen . 1 . How much is fuel? 1 Ton of fuel is currently £600stg. Then we pay an "into plane" price of so much per litre to the local refueling company, (this is what determines tankering policy) . So 300kgs costs £180 stg, PLUS the cost per litre of getting it into the tanks. 2. Compliance rates with current policy? There is 95% compliance with plog +300 or less, but there is approx 10% compliance with plog fuel . 3. How many letters? All of you are aware of our ongoing efficiency drive particularly regarding fuel. The "plog +300kgs" issue in particular has highlighted how further efficiencies are achievable and the number of ° Excess Fuel carried with no explanation" letters issued has fallen from over 100 in first week to approaching single figures this week. There remains a small number of commanders who appear to have difficulty with operating with "plog + 300" or less . Many explanations have been offered and this memo proposes to address these. 4. Explanations The first point is "8.1 .7.8.6: The Commander may carry up to 300 kg more than FPL fuel without explanation . Where departure fuel is more than 300 kg in excess of flight plan fuel an explanation for the uplift shall be recorded on the Voyage Report" . The explanation must be reasonable and valid. The following explanations offered are not valid 4.1 "Took extra fuel due expected holding" : This is a traffic congestion issue and not weather related . Ryanair as an operator is required to have statistical analysis of routes and destinations . When the statistics indicate a holding/delay requirement, additional fuel shall be added to the flight plan under EXTRA. The STN and LTN statistics do not support any requirement for extra fuel for this reason. 4.2 "Took extra fuel due UK AIP recommendation to have 20mins holding in the London TMA". This is a non binding recommendation, and Ryanair can statistically prove that 20 mins holding fuel is not required in LTN or STN . Therefore it is not Ryanair policy to cant' this fuel.
4.3 "Took extra fuel due no SID/STAR on the plog" . The actual SID or STAR does not have to be named specifically but the equivalent distance must be included on the plog. In every case when this explanation has been offered the distance was included on the plog, e.g . Lapra to EGSS has 95nms on the plog, and this number represents the arrival to RWY 05 in all cases, the equivalent of the ABBOT 1 C, AND the ABBOT transition. 4.4 "Took extra fuel due no FL 190 at AVANT on plog" . If you put this altitude restriction in the FMC the max change in FMC arrival fuel is 100kgs . The same applies to NIGIT and MID etc etc. The early descent in the Maastrict sector inbound to STN/LTN when entered in the FMC indicates max 100kg decrease in FMC arrival fuel. 5. The plogs are "rich" on fuel? It is unacceptable therefore to see 500kgs and occasionally more added to plog fuel for these reasons. The current "plog +300 kgs" is a limit, not a target. The norm should be plog fuel, the exception should be "plog + anything. All Ryanair pilots know that the RPLs are filed with the longest departure and longest arrival with transitions, and therefore the plog fuel is already "rich" . This is proven by the amount of fuel "savings" indicated on the Voyage report . 6. Contingency fuel? The contingency fuel on board is currently 5%. This is in excess of the regulatory minimum for contingency. This includes enroute wx avoidance, winds being different, route extensions etc. It is for unplannable and unforeseen events . Equally it is unacceptable to have 500kgs and occasionally in excess of this figure for enroute wx avoidance, FC thunderstorms, high winds forecast at destination etc . On a 1 .5 hr sector 500kgs extra fuel is 15% of the bum . Then there is 5% contingency aswell. On this basis no aircraft in existence would be able to do Tokyo London . 7. Whats the 2000kgs figure actually for? The following extract from OM A does not state or suggest that you must have a minimum of 2000kgs on landing at a destination . No Ryanair revenue flight shall be planned to arrive at destination with less than 2000 kg of fuel. This means that the DEST Fuel in the Progs page of the FMC shall indicate not less than 2000 kg at dispatch . And it means that the plog is constructed to guarantee this. You will see a minimum figure of 1100kgs for diversion to alternate , e.g. LTN for STN and v v, and ORK/SNN and v v. The actual number for diversion fuel to LTN from STN is less than 400kgs . Again the plog is "rich" on fuel . 8. Actual Ryanair Voyage report : extract Extracted from recent Voyage Report on one of the most severe cavok days recently in STN " extra fuel due UK CAA bulletin recommendation for 20mins hold + 1100AIt + 2000 Final reserve" 9. Diversions Some crews are under the impression that one must divert on reaching reserve fuel, (Alternate + contingency + Final Resv Fuel - 2246kgs in STN today) 9.1 There has been no change to OM A, Jar Ops or EU Ops in this respect and what all three documents state is as follows : OM A 8.3.7.2. ". However, if, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival at the destination aerodrome is less than the required alternate fuel plus final reserve fuel, the commander must take into account the traffic and the operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel. 9.2 So the Commander makes his decision either to continue to destination or divert, but land with not less than final reserve fuel. Final reserve fuel for 65tons landing weight is 1136kgs in STN . If the aircraft is very light it can be as low as 900kgs, but RYR always uses the 1136kgs number for STN . HHN has a slightly different number as the airfield elevation is higher .
10. ICAO Annex 6 ICAO Annex 6 uses the term "reasonable certainty of landing" . Reasonable certainty is not defined but industry practice is that there is no known event expected to occur to prevent landing in the intended timeframe . There is always a risk of the unforeseen occurring, from blocked runway to sudden airport closure for security reasons. These random risks are not quantifiable. In the context of diverting or not, these risks may be stated as follows : "there is equivalent risk for a single runway destination and a single runway alternate" . This means that anything that can occur at a single runway destination to prevent landing can as likely occur at a single runway alternate to prevent landing . However it is solely the Commanders decision . 10.1 Lo Vis conditions, thunderstorms etc are events which clearly do not provide reasonable certainty of landing and generally there will be extra fuel uplifted to address these conditions. There is a balance between the cost of being able to hold for a lengthy period at destination, and the cost of a diversion . The majority decision from Voyage reports suggests that 30 mins is the amount of extra fuel uplifted in these circumstances . The legal requirement is that you have enough fuel to divert and then land with not less than final reserve fuel. 11 . FMC The FMC (which is certified as part of the aircraft certification process - same numbers as the QRH and Pert Inflight) provides highly accurate arrival fuel predictions . Early descents, different winds etc may be entered to inform the Commanders decision on fuel required. If the FMC is indicating 2.8 tons on landing in STN then it is unreasonable to add a further 300kgs just because you can!! 12. Plog fuel is normal? For all the reasons addressed in this memo plog fuel on non tankering sectors should be the norm when there is reasonable certainty of landing . 13. 3 Tons + trip? I have kept the most unacceptable excuse for last: "I like to land with 3 tons so I take trip plus 3 tons" This is not Ryanair policy, this is completely unacceptable, and is not what you are remunerated to do. 14. Thank You US Senator Daniel Moynihan said "you are entitled to your own opinion, but you are not entitled to your own facts". I trust this memo will be helpful in establishing facts . Thank you for reading this memo and thank you for your continued awareness of the efficiency element of the equation "operate safely, efficiently and punctually" . Yours Sincerely,