Fuel tankering...How to?
Join Date: Sep 2006
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what we normally do in my airlines for tankering especially with 4 to 5 sectors,we work backward(from the last leg) we take the minimum fuel the OFP tells us or we decide the minimum fuel we want to have in the tanks upon landing from the last sector,then we add it to the differents trip fuel on each leg except the last sector, we add taxi's and Apu.That gives us the whole tankering we need in order to do all sectors(provided of course) payload allow us to Tanker otherwise we refuel when needed at intermediate stations.
The way i was shown is to take the (MALW + trip Fuel) which gives me the Max Tow which should'nt be exceeded otherwise i'm Max landing weight limited and compare this one with the (zero fuel weight of the 1st sector + the total tankering fuel) and see if it exceeds the(MALW + Trip Fuel)
Another way is to take (Malw + Trip Fuel) and substract it to the current ZFW and you get the fuel required and always crosscheck it lies around the estimated value given by your OFP
However i'd like to know if there's any special tips how to calculate RTOW other than going to the performance section?
The way i was shown is to take the (MALW + trip Fuel) which gives me the Max Tow which should'nt be exceeded otherwise i'm Max landing weight limited and compare this one with the (zero fuel weight of the 1st sector + the total tankering fuel) and see if it exceeds the(MALW + Trip Fuel)
Another way is to take (Malw + Trip Fuel) and substract it to the current ZFW and you get the fuel required and always crosscheck it lies around the estimated value given by your OFP
However i'd like to know if there's any special tips how to calculate RTOW other than going to the performance section?
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tankering especially with 4 to 5 sectors,we work backward(from the last leg)
However i'd like to know if there's any special tips how to calculate RTOW other than going to the performance section?
. I suppose you could 1) guess?
2) Find a co-pilot who understands
Join Date: Jun 1999
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When checking take-off and landing weight limitations for your sectors, late payload increases need to be considered. Often the first and maybe later sectors will limit tankering. Consider completing refuelling as late as possible to allow for last minute payload increase or decrease. Very embarassing to have to defuel, burn on taxi out or alternatively not be flexible enough to carry additional pax and bags up to max seating capacity on the first or subsequent sectors.
If your company requests tankering, and the next sector weights could be more limiting as a result of a large arrival fuel load, you should ask them about next sector(s).
It is OK to be adding and subtracting in order to write the exact amount of tankered fuel for company records, but never forget we are operating in the real world where not enough or too much can have serious implcations for following sector(s). If there is a crew change, you still might need to know if a following sector is fully booked and possibly MLW limited.
In the middle of a former life, I operated multi sectors in Queensland in a J31 Jetream. Some stops had fuel and some not. Some had fuel but no water methanol. Limited take-off performance with high temps meant limited pax numbers. A cheat sheet for planning at each airfield, last minute checking of pax bookings and careful flight planning was often needed just to complete the mission. Sometimes topped up water meth (no option for partial top-up) and did a wet take-off to reduced the weight to carry an additional bag on the following sector.
Have to admit that this was the most ridiculously limiting operation. However there are a few elments there that are just as important in your B737 or A320 and other airliners.
Few want to take responsibility and as captain, you will usually have to figure all the angles with choice of tankering amounts, including the possibility of non optional short cut that may require extra burn to remain within you MLW or to prevent excessive fuel for next sector. From north into Hong Kong Kai Tac was a classic with circuitous arrival on flight plan, but often saved 500 Kg with arrival short cut. Allow for possibility of known large short cuts with departure fuel choice.
Whatever it takes, try to have not to much and not too little for the next sector. Thats why they pay us so much?
These are only some practical considerations for tankering. I hope that other posters can continue this interesting thread.
If your company requests tankering, and the next sector weights could be more limiting as a result of a large arrival fuel load, you should ask them about next sector(s).
It is OK to be adding and subtracting in order to write the exact amount of tankered fuel for company records, but never forget we are operating in the real world where not enough or too much can have serious implcations for following sector(s). If there is a crew change, you still might need to know if a following sector is fully booked and possibly MLW limited.
In the middle of a former life, I operated multi sectors in Queensland in a J31 Jetream. Some stops had fuel and some not. Some had fuel but no water methanol. Limited take-off performance with high temps meant limited pax numbers. A cheat sheet for planning at each airfield, last minute checking of pax bookings and careful flight planning was often needed just to complete the mission. Sometimes topped up water meth (no option for partial top-up) and did a wet take-off to reduced the weight to carry an additional bag on the following sector.
Have to admit that this was the most ridiculously limiting operation. However there are a few elments there that are just as important in your B737 or A320 and other airliners.
Few want to take responsibility and as captain, you will usually have to figure all the angles with choice of tankering amounts, including the possibility of non optional short cut that may require extra burn to remain within you MLW or to prevent excessive fuel for next sector. From north into Hong Kong Kai Tac was a classic with circuitous arrival on flight plan, but often saved 500 Kg with arrival short cut. Allow for possibility of known large short cuts with departure fuel choice.
Whatever it takes, try to have not to much and not too little for the next sector. Thats why they pay us so much?
These are only some practical considerations for tankering. I hope that other posters can continue this interesting thread.
Last edited by autoflight; 1st Oct 2012 at 22:27.
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The feed back has been great 
I'm only an FO but eventually will become a captain, and one day this will topic will come up again and I'm expected to make the right decision.
Seeing as the topic has came up, and I'm not experienced with it I thought I should come on here and get some help/advice.
From the posts given already I have been doing the right thing but wanted to se if there is an easier way of doing it or a way to make sure I do not over fuel.
As i mentioned in a previous post, the company just wanted us to bring extra fuel back, and the take off was performance limited.
I'm only an FO but eventually will become a captain, and one day this will topic will come up again and I'm expected to make the right decision.
Seeing as the topic has came up, and I'm not experienced with it I thought I should come on here and get some help/advice.
From the posts given already I have been doing the right thing but wanted to se if there is an easier way of doing it or a way to make sure I do not over fuel.
As i mentioned in a previous post, the company just wanted us to bring extra fuel back, and the take off was performance limited.
