Narrative:

Upon arrival to aircraft; the dispatch release was not ready; however the fueler was fueling the aircraft. Fueler stated fuel load was 4100 pounds. Experience indicated this seemed very low and a few hundred more was added. The release was received just prior to departure. The dispatcher was called and asked about the fuel load; which was 3921 pounds minimum takeoff with zero contingency; zero extra and 150 pounds taxi. He stated 'sorry about that; I usually check that closer.' I advised him a few hundred extra was added in the blind before the flight release was received; as it seemed very low. The first officer and I discussed at length before departure the fact we had very little fuel. We planned in advance; if any unforeseen delays were to occur; minimum fuel would be declared and deviation to another closer airport would be initialed. Upon taxiing were placed in a holding block for flow into jfk. We were able to shut both engines down and conserve our fuel. After approximately a 30-minute wait we were given clearance to depart with a slight re-route. We were still ahead of our minimum fuel; and the re-route was actually a little shorter route than filed and due to the slight extra fuel put on; we were safe for departure. Enroute prior to camrn intersection approach advised of holding over camrn. I stated we would be good for a couple of turns and then will have to declare 'min fuel.' the controller chose to slow us to 210 KTS and kept us on course instead of holding. Dispatch was informed of our minimum fuel and gave the weather for a possible alternate; if needed. We continued onto jfk; and due to ATC assistance; landed safely at jfk; with about 2300 pounds of fuel on board. Emergency was not declared.it is not my intention to single out this dispatcher; but these are the facts. He has routinely dispatched flights for me with very low fuel loads and numerous times has been asked of his reasoning for giving zero extra. It became apparent; when asked that outside motivators were perhaps at work; placing safe flight completion down the list; during the flight planning process. I got the feeling; during our conversation on this day; that perhaps the flight was not reviewed at all; and the release was sent without any form of review. I understand this is a serious accusal; but this highly unsafe form of dispatching must be addressed. Operating; especially in the northeast; where holding is more the norm than the abnormal; puts another form of un-needed stress on the captain; always worrying if the flight can even be completed due to lack of fuel. I also understand that airline flying is a business and we are not blessed with the ability to fly around with full tanks; as most pilots would like to. It should be noted that a line on the actual flight release copy that I signed stated 'contingency fuel for delays due to traffic demand nyc metro airports' was clearly printed. Was this a trigger to prompt the dispatcher to add fuel that he missed? It should also be noted this problem is not to be singled out to only this dispatcher. It has been appearing more frequently of late. I have also noticed the early morning taxi fuel has been very low. Are dispatchers aware that by procedure we taxi on both engines the first flight of the day? I know we can shut one down for a delay; but by procedure we taxi on both; unless a delay is foreseen. One hundred fifty pounds of taxi fuel doesn't go very far!

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Original NASA ASRS Text

Title: A CL65 Captain laments the low fuel loads that are routinely being used by dispatchers at his airline.

Narrative: Upon arrival to aircraft; the dispatch release was not ready; however the fueler was fueling the aircraft. Fueler stated fuel load was 4100 pounds. Experience indicated this seemed very low and a few hundred more was added. The release was received just prior to departure. The Dispatcher was called and asked about the fuel load; which was 3921 pounds minimum takeoff with zero contingency; zero extra and 150 pounds taxi. He stated 'Sorry about that; I usually check that closer.' I advised him a few hundred extra was added in the blind before the flight release was received; as it seemed very low. The First Officer and I discussed at length before departure the fact we had very little fuel. We planned in advance; if any unforeseen delays were to occur; minimum fuel would be declared and deviation to another closer airport would be initialed. Upon taxiing were placed in a holding block for flow into JFK. We were able to shut both engines down and conserve our fuel. After approximately a 30-minute wait we were given clearance to depart with a slight re-route. We were still ahead of our minimum fuel; and the re-route was actually a little shorter route than filed and due to the slight extra fuel put on; we were safe for departure. Enroute prior to CAMRN intersection approach advised of holding over CAMRN. I stated we would be good for a couple of turns and then will have to declare 'min fuel.' The Controller chose to slow us to 210 KTS and kept us on course instead of holding. Dispatch was informed of our minimum fuel and gave the weather for a possible alternate; if needed. We continued onto JFK; and due to ATC assistance; landed safely at JFK; with about 2300 LBS of fuel on board. Emergency was not declared.It is not my intention to single out this Dispatcher; but these are the facts. He has routinely dispatched flights for me with very low fuel loads and numerous times has been asked of his reasoning for giving zero extra. It became apparent; when asked that outside motivators were perhaps at work; placing safe flight completion down the list; during the flight planning process. I got the feeling; during our conversation on this day; that perhaps the flight was not reviewed at all; and the release was sent without any form of review. I understand this is a serious accusal; but this highly unsafe form of dispatching must be addressed. Operating; especially in the northeast; where holding is more the norm than the abnormal; puts another form of un-needed stress on the Captain; always worrying if the flight can even be completed due to lack of fuel. I also understand that airline flying is a business and we are not blessed with the ability to fly around with full tanks; as most pilots would like to. It should be noted that a line on the actual flight release copy that I signed stated 'Contingency fuel for delays due to traffic demand NYC metro airports' was clearly printed. Was this a trigger to prompt the dispatcher to add fuel that he missed? It should also be noted this problem is not to be singled out to only this dispatcher. It has been appearing more frequently of late. I have also noticed the early morning taxi fuel has been very low. Are dispatchers aware that by procedure we taxi on both engines the first flight of the day? I know we can shut one down for a delay; but by procedure we taxi on both; unless a delay is foreseen. One hundred fifty pounds of taxi fuel doesn't go very far!

Data retrieved from NASA's ASRS site as of April 2012 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.