Narrative:

The dispatcher released flight; ZZZ-den; ZZZ1 alternate (5.0 burn); [and] no dispatch add fuel; cont/hold 1.0 (:12; reduced from standard); far reserve 3.6; planned ZFW 117.8. Flight departed XA10Z/XA35Z. The planned departure fuel was 20.1 with an arrival fuel of 10.1. The dispatcher added the following remark: captain**tsra impact at ETA have fueler fuel to ATOG. Den was forecast for tsra/shra and ceilings.I noticed that the departure fuel had not been confirmed (indicating the extra); and I sent an ACARS message asking their actual ZFW. The flight replied 114.6; and I then messaged the crew back and noted that their actual ZFW would have allowed another 3K fuel; and also asked we didn't carry it. There was no response. After about 15 minutes; I sent another message asking for a call at den. No response to that message either. The den weather cooperated; and the flight landed without incident; with 10.2 fob.the captain did call about 30 minutes after arrival; and I asked why we hadn't taken the extra fuel when the actual ZFW had allowed for it. He said that he had seen the note; but had gotten distracted; and only remembered it pushback time. He decided that he was comfortable with the original 20.1 release fuel and elected to depart. His attitude was very apologetic; but with that said; he still made a unilateral decision to depart with less fuel than he could have carried; just as the captain of [previous] flight had a few days before. It's my position here that the issue is a systemic one; and needs to be addressed. Some takeaways:a generic 'fuel to ATOG' remark does not adequately reflect the nature of the continuing payload versus fuel issues to the flight crew community; and what means the dispatcher must employ to mitigate/resolve these problems.some crews do not read/react to release remarks on a timely basis.some crews consider release remarks advisory only; with compliance optional.echoing my ir/as soon as possible comments reference flight [abc] ZZZ-den on (date); many crews seem to lack a fundamental understanding of fars 121.533/121.535 vis-??-vis their PIC authority; incorrectly believing that authority to emanate from far 91.3. Even the new release remark I mention using for flight [abc] is inadequate; since my use of the word 'suggest' lends itself to be interpreted as compliance optional.I am now using the following remark:121.533 conditional instructionload maximum fuel to xx.X actual ZFW permitting for WX/atci reference the far 121.533 (domestic (and would use 121.535 for flag) to indicate this remark is an instruction; not a suggestion or recommendation; and the 'conditional' is whether the actual ZFW permits the extra fuel; or not.the xx.X is the planned release fuel plus 1.0 to 3.0 additional; to serve as a 'cap' to having a lowered than expected actual ZFW from being over-fueled to the extent that it's too heavy for the next leg in the aircraft's sequence.

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Original NASA ASRS Text

Title: After a flights departure time; Dispatcher noticed that the modified fuel on board had not been acknowledged by the crew.

Narrative: The Dispatcher released Flight; ZZZ-DEN; ZZZ1 alternate (5.0 burn); [and] no dispatch add fuel; CONT/HOLD 1.0 (:12; reduced from standard); FAR reserve 3.6; planned ZFW 117.8. Flight departed XA10Z/XA35Z. The planned departure fuel was 20.1 with an arrival fuel of 10.1. The Dispatcher added the following remark: CAPTAIN**TSRA IMPACT AT ETA HAVE FUELER FUEL TO ATOG. DEN was forecast for TSRA/SHRA and ceilings.I noticed that the departure fuel had not been confirmed (indicating the extra); and I sent an ACARS message asking their actual ZFW. The flight replied 114.6; and I then messaged the crew back and noted that their actual ZFW would have allowed another 3K fuel; and also asked we didn't carry it. There was no response. After about 15 minutes; I sent another message asking for a call at DEN. No response to that message either. The DEN weather cooperated; and the flight landed without incident; with 10.2 FOB.The Captain did call about 30 minutes after arrival; and I asked why we hadn't taken the extra fuel when the actual ZFW had allowed for it. He said that he had seen the note; but had gotten distracted; and only remembered it pushback time. He decided that he was comfortable with the original 20.1 release fuel and elected to depart. His attitude was very apologetic; but with that said; he still made a unilateral decision to depart with less fuel than he could have carried; just as the Captain of [previous] flight had a few days before. It's my position here that the issue is a systemic one; and needs to be addressed. Some takeaways:A generic 'FUEL TO ATOG' remark does not adequately reflect the nature of the continuing payload versus fuel issues to the flight crew community; and what means the Dispatcher must employ to mitigate/resolve these problems.Some crews do not read/react to release remarks on a timely basis.Some crews consider release remarks advisory only; with compliance optional.Echoing my IR/ASAP comments reference Flight [ABC] ZZZ-DEN on (Date); many crews seem to lack a fundamental understanding of FARs 121.533/121.535 vis-??-vis their PIC authority; incorrectly believing that authority to emanate from FAR 91.3. Even the new release remark I mention using for Flight [ABC] is inadequate; since my use of the word 'suggest' lends itself to be interpreted as compliance optional.I am now using the following remark:121.533 CONDITIONAL INSTRUCTIONLOAD MAX FUEL TO XX.X ACTUAL ZFW PERMITTING FOR WX/ATCI reference the FAR 121.533 (Domestic (and would use 121.535 for Flag) to indicate this remark is an instruction; not a suggestion or recommendation; and the 'conditional' is whether the actual ZFW permits the extra fuel; or not.The XX.X is the planned release fuel plus 1.0 to 3.0 additional; to serve as a 'cap' to having a lowered than expected actual ZFW from being over-fueled to the extent that it's too heavy for the next leg in the aircraft's sequence.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.