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Figure I7 illustrates the different fuel quantities and associated flight phases during a typical trip. 

2.2.1.1. Taxi Fuel 

In order to determine this amount, local conditions at departure and APU consumption should be taken into account. 

Taxi fuel is usually a fixed quantity for an average taxi duration. 

For the A320 for example, it is equal to 140 kg (300 lb). This corresponds to a 12-minute average taxi fuel. Based on statistics or evaluation, the taxi duration and taxi fuel may need to be adjusted. 

2.2.1.2. Trip Fuel 

The required fuel quantity from brake release at the departure airport to the landing touchdown at the destination airport. This quantity takes into account the necessary fuel for: 

Takeoff 

Climb to cruise level 

Flight from the end of climb to the beginning of descent 

Flight from the beginning of descent to the beginning of approach 

Approach 

Landing at the destination airport 

Anticipated traffic delays. 

Daily weather conditions must also be taken into account. 

2.2.1.3. Alternate Fuel 

Alternate fuel is the amount necessary to fly to the most distant alternate airport, and takes into account: 

Missed approach at the destination airport, 

Climb from the missed approach altitude to cruise level, 

Flight from the end of climb to the beginning of descent, 

Flight from the beginning of descent to the beginning of approach, 

Approach, 

Landing at the alternate airport. 

When two alternate airports are required*, alternate fuel should be sufficient to proceed to the alternate, which requires the greater amount of fuel. 

* Two alternate airports are required, when: 

“FAR 121.619 

When the weather conditions forecast for the destination and first alternate airport are 

marginal at least one additional alternate must be designated.” 

2.2.1.4. Final Reserve Fuel 

The final reserve fuel is the minimum fuel required to fly for 45 minutes at normal cruise consumption. 

2.2.2. Flag and Supplemental Operations 

“FAR 121.645 

(b) Any certificate holder conducting flag or supplemental operations, […] considering wind and other weather conditions expected, must have enough fuel--

(1) To fly to and land at the airport to which it is released; 

(2) After that, to fly for a period of 10 percent of the total time required to fly from the airport of departure to, and land at, the airport to which it was released; 

(3) After that, to fly to and land at the most distant alternate airport specified in the flight release, if an alternate is required; and 

(4) After that, to fly for 30 minutes at holding speed at 1,500 feet above the alternate airport (or the destination airport if no alternate is required) under standard temperature conditions.” 

The minimum fuel quantity (Q) calculated for flight planning is defined as: 

Q = taxifuel + TF + CF + AF + FR + Add 

Where: 

TF = Trip fuel 

CF = Contingency fuel 

AF = Alternate fuel 

FR = Final reserve fuel 

Add = Additional fuel 

Figure I8 illustrates the different fuel quantities and associated flight phases of a typical trip. 

The following operating conditions should be taken into account for each flight: 

Realistic airplane fuel consumption data 

Anticipated weight 

Expected weather conditions 

Air traffic services’ procedures and restrictions. 

2.2.2.1. Taxi Fuel 

Taxi fuel is the same as in Domestic Operations (see 2.2.1.1) 

2.2.2.2. Trip Fuel 

Trip fuel is the same as in Domestic Operations (see 2.2.1.2) 

2.2.2.3. Contingency Fuel 

Contingency fuel is the amount necessary to fly for a period of 10 % of the total required time from brake release at the departure airport to landing at the destination airport. 

2.2.2.4. Alternate Fuel Alternate fuel is the same as in Domestic Operations (see 2.2.2.4). 

2.2.2.5. Final Reserve Fuel 

The Final Reserve Fuel is the minimum fuel required to fly for 30 minutes at 1,500 feet above the alternate airport, or the destination airport, if an alternate is not required, at holding speed in ISA conditions. 

2.2.2.6. Additional Fuel 

Upon request of the FAA administrator in the interest of safety (Example: Engine failure, pressurization failure, ETOPS).