Fuel Conservation —

Reserve Fuel Optimization

How Did We Reduce Contingency Fuel?

Takashi Kondo
Flight Operations – Engineering
All Nippon Airways

ANA All Nippon Airways

Introduction

• Comparison of Fuel Requirement

• Fuel Carried by Japanese Airlines, 1999
• Difference in Fuel Burn from Plan
• Amount of Reserve Fuel to be Carried
• Our Current Fuel Policy

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Fuel Requirement

Burn off Fuel

(Trip Fuel)
Alternate Fuel

Contingency Fuel Reserve Fuel

Departure Destination Alternate

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Comparison of Fuel Requirement
Contingency and Reserve Fuel Before 2000
45 min cruise as Reserve Fuel
Japan No requirement for Contingency Fuel
Japanese Airlines adopt FAR rules for long range flight.

30 min holding as Reserve Fuel plus additional fuel to provide for

ICAO increased consumption on the occurrence of the potential
contingencies specified by operator

For Domestic: 45 min cruise as Reserve Fuel

FAR For INTL: 30 min holding as Reserve Fuel plus fuel to fly 10% of flight
time to destination
30 min holding as Reserve Fuel plus (a) or (b)
(a) Either of 5% of BOF, 3% of BOF with enroute Altn,
JAR 20 min cruise with aircraft monitoring, or
15 min holding with route and aircraft monitoring
(b) 5 min holding

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Fuel Carried By Japanese Airlines

• Japanese Airlines established Extra Fuel other than

state requirement
• Extra Fuel is the fuel when captain and flight
dispatcher consider it necessary to secure the safety
and achieve the efficiency of total flight
• Extra Fuel — Additional fuel for ATC restriction,
weather conditions en-route, at the destination and
its alternate

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Extra Fuel – Route and Quantity
Extra Fuel – Additional
fuel for ATC restriction
or weather conditions

JPN-USAEC (5500 nm)

USAE-JPN (6200 nm)
JPN-EUR (5700 nm)
EUR-JPN (5300 nm)
JPN-USAW (4200 nm)
80% USAW-JPN (5100 nm)
JPN-AUS (4100 nm)
AUS-JPN (4300 nm)
60% JPN-HNL (3300 nm)
HNL-JPN (3900 nm)
Frequency JPN-ANC (3100 nm) Route
40% ANC-JPN (3300 nm)
% JPN-SEASA (3200 nm)
SEASA-JPN (3100 nm)
20% JPN-HKG (2000 nm)
JPN-CHA : tankering (1500 nm)
0% CHA-JPN (1200 nm)
10 25 40 55 70 85 100
Quantity (holding time – min)
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Extra Fuel – Route and Reason

Reason Route Freq. Quantity Note

ALT restriction at AKARA

SHA-JPN 100% 30 min
corridor

Difference of JPN-HKG
ALT from China-JPN 100% 30 min Airway congestion
Plan JPN-SE ASA

ALT restriction to specific

JPN-EUR 85% 15 min
point

Difference of
JPN-HNL Considering alternate
RTE from 50% 10 to 15 min
JPN-ANC route
Plan

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Difference in Fuel Burn From Plan
Comparison of actual fuel burn with plan, 1999

Route Range (nm) No. of FLT Average (%) STD (%)

USA-JPN 6,300 558 +0.17 1.13

JPN-EUR 5,700 874 -0.56 1.24

JPN-SE ASA 3,000 1,272 -1.23 2.42

For long range flights, STD is less than mid or short range
flights because the amount of fuel is large

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Difference in Fuel Burn From Plan
JPN - USA
350
To JPN
Fm JPN
300

250
To JPN: Ave + 0.17%, STD 1.13%
200 Fm JPN: Ave – 0.91%, STD 0.89%
Number
of flights
150

100

50

0
-10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10
(Actual BOF - plan BOF) ÷ plan BOF x 100 (%)
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Difference in Fuel Burn From Plan
JPN - EUR
350
To JPN
Fm JPN
300

250
To JPN: Ave – 1.30%, STD 1.44%
200 Fm JPN: Ave – 0.56%, STD 1.24%
Number
of flights
150

100

50

0
-10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10
(Actual BOF - plan BOF) ÷ plan BOF x 100 (%)
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Difference in Fuel Burn From Plan
JPN – South East Asia

To JPN
Fm JPN
300

250
To JPN: Ave – 2.03%, STD 2.61%
200 Fm JPN: Ave – 1.23%, STD 2.42%
Number
of flights
150

100

50

0
-10 -9 -8 -7 -6 -5 -4 -3 -2 -1 0 1 2 3 4 5 6 7 8 9 10
(Actual BOF - plan BOF) ÷ plan BOF x 100 (%)
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Difference in Fuel Burn From Plan
JPN Domestic Flight – Average Range: 400nm
1100

1000 Hold time (min) JPN domestic flight

900

800

700

Number 600
of flights 500

400

300

200

100

0
-30 -27 -24 -21 -18 -15 -12 -9 -6 -3 0 3 6 9 12 15 18 21 24 27 30
& above
(Actual BOF - plan BOF) ÷ holding fuel/hour x 60 (min)
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Amount of Fuel to Be Carried
Contingency Fuel
30
Excessive fuel burn
25 (Average + 3)
20
(Average)
15
10 10% flight time
5% BOF
Difference of 5
Fuel Burn from 0
Plan (% BOF) -5
-10
-15 Corrected holding fuel from original data.
-20 Not corrected route and altitude deviation.
A airline B airline
-25
-30
1000 2000 3000 4000 5000 6000 7000

Range (Air Distance - nm)

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Amount of Fuel to Be Carried

• When the air distance is longer, the difference in

actual fuel burn from plan expressed in %BOF is less
• If the air distance is over 3,000 nm, Δ%BOF is less
than fuel of 5%BOF
• If the air distance is less than 1,500 nm, Δ%BOF
exceeds 5%BOF and is less than 15 min Hold

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Framework of Contingency Fuel

• Contingency Fuel
− Error of weather forecast, altitude, aircraft
performance which occurs if flying as flight plan
• Planned Contingency Fuel
− Unable to fly as flight plan by traffic or weather
reasons, etc.

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Our Current Fuel Policy

Old Policy New Policy

Criteria
to 1999 from 2000

Contingency 10% Flight Time 5% Burn off Fuel

Reserve 30 min Hold 30 min Hold

None
PCF If required
Included Extra

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Our Current Fuel Policy
• PCF: Planned Contingency Fuel
Company monitors the route and airport characteristics
and adjusts the additional fuel as required based on past
one year operational data

Route Aircraft PCF (LB) Note

Restriction of Initial Cruise

JPN-EUR 1,500
Altitude, Long Taxi
747-400

JPN-LAX 3,000 Airport Congestion

Other EUR/USA ALL 0

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Conclusion

• Change of Fuel Requirements

− Japanese authorities and Japanese major airlines devoted
27 persons over period of 8 months and we were able to
change the fuel requirements
• Benefit of Change
− ANA was able to reduce the total fuel on board by average
of 2.5% on long range flights. That could be translated into
a saving of 1.0% of fuel burn on every flight
− ANA was able to increase the payload by reduced fuel on
the flights limited by Maximum Takeoff Weight

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