Narrative:

I would like to bring to your attention an issue I have observed on the line with fuel tankering.as you know; in the past; company had various restrictions for fuel tankering into shorter runways; etc. Many of those restrictions were lifted several years ago. Unfortunately; company is now tankering excessively and; in my opinion; reducing our safety margins. I have two examples; and they are by no means the exceptions to the case.1. I had a flight to bur with VFR conditions and dispatch had put 7;000 pounds of tanker fuel. I did not know of the extra fuel until the fueling was complete. The landing data into bur showed maximum braking needed (min and med were dashed) with about 500 feet of stopping margin. To save a few dollars; I was now required to use the maximum braking of the aircraft with little margin of error. It is legal? Yes. But is it the safest way to fly into bur? No. 2. I had a flight into isp in IFR conditions. The forecast weather for ETA showed 2 SM; ts; +RA. The dispatcher estimated braking action to be 5-GOOD and therefore added 5;000 pounds of tanker fuel. (The aircraft was fueled prior to my arrival). I called him up and informed him that 5-GOOD is unlikely due to the weather forecast and a more realistic braking would be 4 or even a 3. Unfortunately; due to the 5;000 pounds of tanker fuel; he was unable to release the aircraft with a 3 or 4 for landing. Nevertheless; we ran the numbers; and we were legal; and took off. On approach; with the 5;000 [pounds] excess weight; I was limited to two options in +RA; 2 SM; and heavy winds: runway 6 with a 30 knot crosswind and 1200 feet stopping margin or runway 15R with 7 knot crosswind but a 250 feet stopping margin (with a supposed 5-GOOD; which I highly doubted). Had I been 5;000 pounds lighter; runway 15R would have been a good option; but alas; I chose runway 6 due to the stopping margin. My safety margins were reduced; due to the dispatcher's decision to tanker fuel. The above two examples are becoming more and more the norm. Dispatch is tankering fuel into short runways because it is legal; but not necessarily the safest option. I was told by a dispatcher that they have complete carte blanche on fuel tankering thresholds; they can literally choose to tanker fuel with only one dollar in savings if they wish! I bring this to your attention as I take this matter very seriously and so should flight operations.

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Original NASA ASRS Text

Title: B737-700 Captain reported concern with the policy of tankering fuel to save money; stating the increased weight reduces the safety margin on landing.

Narrative: I would like to bring to your attention an issue I have observed on the line with fuel tankering.As you know; in the past; Company had various restrictions for fuel tankering into shorter runways; etc. Many of those restrictions were lifted several years ago. Unfortunately; Company is now tankering excessively and; in my opinion; reducing our safety margins. I have two examples; and they are by no means the exceptions to the case.1. I had a flight to BUR with VFR conditions and Dispatch had put 7;000 pounds of tanker fuel. I did not know of the extra fuel until the fueling was complete. The landing data into BUR showed MAX braking needed (Min and Med were dashed) with about 500 feet of stopping margin. To save a few dollars; I was now required to use the maximum braking of the aircraft with little margin of error. It is legal? Yes. But is it the safest way to fly into BUR? No. 2. I had a flight into ISP in IFR conditions. The forecast weather for ETA showed 2 SM; TS; +RA. The Dispatcher estimated braking action to be 5-GOOD and therefore added 5;000 pounds of tanker fuel. (The aircraft was fueled prior to my arrival). I called him up and informed him that 5-GOOD is unlikely due to the weather forecast and a more realistic braking would be 4 or even a 3. Unfortunately; due to the 5;000 pounds of tanker fuel; he was unable to release the aircraft with a 3 or 4 for landing. Nevertheless; we ran the numbers; and we were legal; and took off. On approach; with the 5;000 [pounds] excess weight; I was limited to two options in +RA; 2 SM; and heavy winds: Runway 6 with a 30 knot crosswind and 1200 feet stopping margin or Runway 15R with 7 knot crosswind but a 250 feet stopping margin (with a supposed 5-GOOD; which I highly doubted). Had I been 5;000 pounds lighter; Runway 15R would have been a good option; but alas; I chose Runway 6 due to the stopping margin. My safety margins were reduced; due to the Dispatcher's decision to tanker fuel. The above two examples are becoming more and more the norm. Dispatch is tankering fuel into short runways because it is legal; but not necessarily the safest option. I was told by a Dispatcher that they have complete carte blanche on fuel tankering thresholds; they can literally choose to tanker fuel with only one dollar in savings if they wish! I bring this to your attention as I take this matter very seriously and so should Flight Operations.

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.