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On the Dutch Forum I also posted this as there were a few questions about Fuel p

lanning
and as I couldn't find it here nor on the Academy I thought I'd share the inform
ation with you here as well.
It's a translation of my original post with some small corrections.
It is a slightly simplified summary for non-ETOPS flights
___________________________________________________________________________

According to the JAR (Joint Aviation Regulation) fuel policy,


we can split the Ramp Fuel (Fuel which gets pumped into the tanks when on the ra
mp and includes
all parts of the flight) into the following
>Taxi Fuel:
>Trip Fuel
>Reserves:
* Contingency Fuel
* Alternate Fuel
* Final Reserve
* Additional Fuel
>Extra
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--
{text in Italic is the an explanation, the text underlined is how to calculate t
he fuel}

-->Taxi Fuel: The amount of fuel needed for the start-up, taxiing to and the pos
sible holding at the runway. This fuel is also used for the ground operations wh
en at the gate/stand (Air conditioning, APU,..). In a 737 for example, the Taxi
Fuel can be upto about 260Kg. The taxi fuel is most of the times an amount set b
y the operator; based on statistics and different per field.
--> Trip Fuel: The Trip Fuel includes the fuel needed for: Take-off, flying the
SID and climbing to the TOC (Top of Climb), the cruise part of the flight from T
OC top TOD (Top of Descend and including possible step climbs), from TOD to tje
IAF (via a STAR), and the flight segment from the IAF up to and including the la
nding. To calculate the Trip Fuel the manufacturer normally supplies tables and
graphics for the different parts of the flight.
-->Reserves:
---->Contingency Fuel: Contingency = an unexpected event during the flight, such
as more headwind, slight deviation to avoid weather, delaying vectors from ATC,
.... Most parts of calculating the fuel needed is straight forward but calculati
ng the CF(Contingency Fuel) takes a bit more work. The CF is the highest amount
form A or B, shown hereunder:
A
ONE of the next:
* 5% of the Trip Fuel or, in case of an in-flight re-routing, 5% of the fuel
needed for the remainder of the flight... In this case an en-route alternate in
not necessary.
* If there is an en-route alternate available, the CF can be reduced to 3% o
f the Trip Fuel, or in case of an in-flight re-routing, 3% of the Trip Fuel need
ed for the remainder of the flight.
* An amount of Fuel determined by the operator (with approval of the JAA) fo
r a specific aircraft, calculated after a strict fuel monitoring program from th
e statistics.
B
An amount of fuel needed to hold at 1500 feet AGL for 5 minutes in standard mete
orological conditions
---->Alternate fuel: The Alternate Fuel is the fuel needed for flying a Missed A
pproach on the destination and the trip to the Alternate (including Climb, Cruis
e, Descend on an Arrival, Approach and landing). Calculations are the same as fo
r the Trip Fuel, but shall NOT be included when calculating the CF
---->Final reserve fuel: The Final Reserve Fuel is an obligated requirement for
all flights. In the (unlikely) event that you use all of your contingency fuel e
n route, have to fly a missed approach and decide to deviate to your alternate,
you should land with just your Final Reserve Fuel. It's a safety measure to make
sure your flight ends in a disaster when there is a slight delay on your altern
ate. (When you do need to use your Final Reserve Fuel, you enter the Emergency F
uel Fase and that's a Mayday Call.) The Final Reserve Fuel is the amount of fuel
needed (for a Jet/Turboprop) to hold for 30 minutes (45 minutes for a piston a
ircraft) at 1500 feet AGL under normal meteorological conditions
---->Additional Fuel: The Alternate-, Contingency- and Final Reserve Fuel cover
most cases, and provided that there is are suitable diversions available en-rout
e and near the destination, this is all that is needed for the Reserve Fuel. The
re are two cases, however, where Additional Fuel is required: (A) If there is no
Alternate (also know as Island Holding) available at the destination, you need
to be able to cope with a aircraft 3 minutes ahead of you having a tire burst fo
r example. (B) If there is no suitable en-route alternate and you are not able t
o hold height (eg. in case of an engine failure, pressure failure or both) you n
eed to fly at a lower altitude and therefore the Fuel Flow increases. In this ca
se you need Additional Fuel. Additional fuel should permit you to hold at 1500 f
eet AGL for 15 minutes.

-->Extra Fuel: Commanders decision, Fuel Tankering, Fuel for a next flight,...

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-----

A simple example of a fuel calculation to end with:


Jet aircraft; taxi fuel = 60 Kg; Cruise fuel flow = 5000 Kg/h; Holding Fuel Flow
= 3000 Kg/h; Flight time = 2h30'; Contingency fuel = 5%; Alternate Fuel = 900Kg
.
Ramp Fuel?:
Taxi 60
Trip= 5000x2,5h = 12500
Reserve
contingency 625
alternate 900
final reserve= 3000x0,5= 1500
additional not required
Extra not required
+____________
Total (Ramp Fuel) 15585Kg
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------------
Hope it's clear for everyone

Hi Zach
If you want to calculate the TOW, you will need to calculate the following:
Basic Empty Weight (the weight of the Arcft, without fuel, passengers, crew,...)
+
Operational equipment (Crew+special equipment)
Now you have the Dry operating Mass
+
Traffic Load (PAX, Freight,..)
Now you have the Zero Fuel Mass
+
Fuel for flight + Startup and taxi
Now you have the Ramp Mass
-
Start up and taxi fuel
Now you have the take off mass

So fi:
BEM: 45000 lbs
crew: 300lbs
pax: 680 lbs
baggage: 200 lbs
fuel incl taxi: 15585 kg --> 34 287lbs
____________________________________=
45000+300+680+200+34287-60
____________________________________=
TOW=80 407 lbs

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