Can anyone tell me what the minimum landing fuel for a 767-300ER is and what the prefered landing fuel would be (i appreciate this may differ company to company)ThanksBob

Bob the Rocker - ya baby!I believe anywhere from 10 to 15,000 lbs is the preferable amount of fuel left in the tanks at touchdown.Daryl ShuttleworthDS 3339http://vatsim.pilotmedia.fi/statusindicato...tor=OD1&a=a.jpg

Hi Bob,I think the max landing weight for the 767-300's that BA use are no more than 136 ton.However, when planning my virtual flights, I try to land with 9 to 10 ton of fuel, this includes 6 ton for the MEL, so all in all I take between 5 and 10% (no less than 1.2 ton and no greater than 2.4 ton) contingency fuel, divert fuel(depends where I divert to), and final reserve for 30 minutes circling.This all adds up to about the 10 ton mark, but can vary depending on the winds.Regards,Chris WillisBAW976www.bavirtual.co.uk

Minimum legal requirement at the end of the landing roll is 30mins Fixed Reserve, which equates to around 2000kg. This however isn't a lot of fuel, you would not be able to go-around if this is all you were landing with. In reality with a good weather forecast you would expect 5000kg-7000kg in normal operations.

this actually depends from flight to flight..fly a 767 over the pond and you're gonna land with alot more fuel than with short hauls...believe me, on flights around europe, you're gonna land perhaps with 5-7tons but on a cross the pond trip you're gonna want to have 10-15 tons minimum... i think this is related to the ETOPS procedures?

"but on a cross the pond trip you're gonna want to have 10-15 tons minimum"That's not true. ETOPS will not make any difference to the amount of fuel remaining assuming the aircraft is fully functional.

ETOPS will make a difference to the amount of fuel remaining! :)For ETOPS, a flight must comply with the "ETOPS critical fuel reserve", which is: "Adequate fuel to divert from the most critical point in the ETOPS area under any combination of engine and/or pressurization loss. Allows fuel to hold 15 minutes at 1500 feet near airport, with an instrument approach resulting in a missed approach followed by a landing".:)

Ok I stand corrected. However this difference is not nearly as much as Mr Lenny was suggesting :-)

that's Mr. Zaman to you Tom ;) :-)no seriously though, our former national carier most of the time landed from long trips with about 10-15 tons aboard at brussels...shorter trip = more inside of europe = no need for 'long' diversions...Cheers

Greetings,Just out of interest I checked a few of our flights out and, the REMF(remaining fuel) on some of our transatlantic flights varies from6700kg to 12500kg. The 6700kg were for a flight to YUL in an A330 with an enroute time of 7hrs and 28minutes (sorry we don't fly Boeings). The A330 is not exactly a 767 but I would imagine that the fuel planning would be similar. Consumption will probably be higher due to the heavier weight of the A330 but all together the fuel contigency planning must be roughly the same.The 12500kg were for a MD-11 on a flight with an eet of 8hrs 40mn.The md-11 moving on 3 engines, pilots prefer having their 10-12 tonsof remf. Just to be complete, an A340 on a flight of 11hrs and 45mnhad a remf of 11500kg.Most A330 drivers will opt for approx 10tons remf. There are cases where the weather as been so bad all along the eastern seaboard of the USA that I have seen remf of up to 17tons...Needless to tell you what that does to your payload...It's a known fact that some pilots will plan conservatively where as others will be more "daring" and not fly with a KC-10 look alike.Bottom line is that the more fuel that you land with the more fuel you'll have needed to transport it from point A to point B. Mind you that's always better (and cheaper)than having to land somwhere short of your destination because of poor fuel planning.Happy landings