Fuel - Diversion to Weather Alternate

Description
A nominated weather alternate is an integral part of the ight plan for
practically all ights conducted under IFR (IFR). In reality, only a very small
percentage of these ights actually terminate with a diversion to the
weather alternate. Appropriate fuel management during this infrequently
encountered phase of ight is critical to an acceptable outcome.
Threats
• The principle threat to safe operations is delaying the diversion
decision.
• Secondary threats include:
◦ being unprepared to carry out the diversion,
◦ use of an inappropriate ight pro le during the diversion,
◦ pilot induced delays at alternate, and
◦ failure to declare a fuel emergency when appropriate.
• In the worst possible circumstances, a combination of any of these
threats could lead to fuel exhaustion prior to landing at the alternate
aerodrome.
Effects
Minimum Diversion  or  Reserve Fuel  is the sum of the  Alternate Fuel  and
the Final Reserve Fuel. Except where allowed by speci c criteria published
in the Company Operations Manual, regulations direct that diversion to
weather alternate is to be initiated not later than the point in time at which
the fuel remaining is equal to the ight plan Reserve Fuel. Delaying the
diversion decision beyond this point to where the fuel remaining is actually
less than Reserve Fuel is contrary to regulations and will result in a
situation where some of the Final Reserve Fuel must be consumed before
the aircraft reaches the nominated alternate aerodrome. By de nition, this
is an emergency situation.
Similarly, being unprepared for the diversion, not following the appropriate
ight pro le or any pilot induced delays will all negatively impact on the fuel
remaining. Alternate fuel is calculated using speci c speeds, cost index,
routing and altitude criteria. Failure to adhere to these criteria whilst
enroute to the alternate aerodrome is likely to result in burning fuel in
excess of the amount anticipated by the ight plan.
Defenses
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 Reserve or Minimum Diversion fuel is, in general, clearly indicated on the
operational ight plan. By de nition, it is the minimum amount of fuel legally
required to be available at the missed approach point for the landing
runway at the destination aerodrome. The operations manual may allow for
some of the Reserve fuel to be consumed at destination when weather,
traf c and airport facilities allow the pilot to consider that the landing at
destination is assured. If landing at destination is not assured and fuel will
be depleted to Reserve fuel prior to the approach, a diversion should be
initiated without delay. The following actions can help to mitigate delays,
excess fuel consumption and the signi cant workload associated with a
diversion.
• Under provisions of an amendment to ICAO SARPS effective
November 2012, pilots can declare a state of "Minimum Fuel" to Air
Traf c Control. This is not a declaration of a fuel emergency but it is a
means of clearly identifying the fact that any delay could result in the
inability to land with Final Reserve fuel.
• If in a hold in the vicinity of the destination aerodrome, pilots must
plan to leave the hold with suf cient fuel to proceed by a realistic
routing to commence the approach, conduct the approach and still
have Reserve fuel remaining at the missed approach point. If the
expected further clearance time (EFCT) for leaving the hold does not
allow for this pro le, a revised EFCT must be requested. If, at the
revised further clearance time, approach clearance is not available, a
diversion must be initiated.
• If the potential for a diversion is high, the pilots should be fully
prepared for that eventuality prior to commencing the approach at
destination. This includes programming the FMS where applicable,
reviewing the appropriate charts, obtaining alternate weather and
reviewing the ight pro le to be own in the event the diversion
becomes necessary. A brie ng regarding intentions in the event of a
missed approach should be conducted to ensure that both pilots are
fully aware of the intended ight pro le.
• If fuel is critical and the potential for a missed approach high, Air
Traf c Services should be pre-advised of the pilot's intentions in the
event of a missed approach - as an example, "in the event of a
missed approach, (callsign) requesting clearance to (alternate) via
(routing) at (altitude)".
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 • The diversion should be own using the diversion criteria of cost
index, speed, routing and altitude as prescribed by the operations
manual or operational ight plan.
• Workload management during the diversion is critical and pilots
should be fully ready to conduct the approach at the alternate
aerodrome without inducing any delays.
• If it becomes apparent that total fuel remaining will reach Final
Reserve fuel prior to landing at alternate, PAN PAN-fuel should be
broadcast to ATS.
• If fuel remaining reaches Final Reserve while still airborne, MAYDAY-
fuel should be declared.
Typical Scenarios
• The pilot of an A320 with legal fuel remaining commenced the ILS
approach to RW27 at Bristol in rapidly deteriorating weather. A
diversion plan had not been discussed nor had Air Traf c Services
been advised of the crew's intentions in the event of a missed
approach. At minimums, the aircraft was still in  Instrument
Meteorological Conditions (IMC) and the published missed approach
was carried out with a return to the hold over the aerodrome. The
crew spent a total eight minutes in the hold discussing their course of
action and when they requested a clearance to Luton, their led
alternate, they were almost 500kg below the ight plan Reserve fuel
requirements. Enroute to Luton, the crew was advised that there was
likely to be a ve to ten minute delay inbound to Luton and was given
a holding clearance. The hold was accepted but, shortly after entering
the hold, the captain elected to declare a MAYDAY-fuel emergency.
The aircraft was given priority for landing and touched down in Luton
without further incident. Total fuel remaining at touchdown was 860kg.
Contributory Factors
• Pilots are often reluctant to commit to a diversion until any possibility
of landing at the intended destination has been negated. This can
lead to delays in the diversion decision and can, potentially,
compromise Reserve fuel.
• In circumstances of severe weather at destination, it is possible that
many aircraft could be diverting at the same time. This can potentially
overwhelm the capacity of the diversion aerodrome(s) and result in
delays. Fuel management and appropriate declaration of fuel
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emergency becomes particularly important under these
circumstances.