Hello everyone, can someone tell me how to calculate the fuel needed for a flight so I don't have to much left over at the end. Also what is the recommened amount of fuel to have left for reserve?ThanksJohn

Hi John,There are many trip planners for the PIC 767 fist you may want to start with this one. :http://home01.wxs.nl/~robvanleest/There is an update done by some other folks called 767 Dispatch, that I use, which are VERY good. I don't fly any flight without a fuel planner.Hope this helpsBob Johnson

Hi John,Try QFP in this link. Nice and simple ;-)http://vsagroup.free.fr/formation/767PIC/7...ntroduction.htmRegards,

Fuel planning is essential in a large modern transport aircraft.As a guide, you will (legally) need to take off with:Trip Fuel (the fuel you expect to burn brakes off on the takeoff to vacating the runway on landing)A 5% contingency (5% of the trip fuel, to cover re-routing, less optimum flightlevel than planned, less favourable winds than forecast, etc..)Diversion Fuel (Enough fuel to get you from the missed approach point at your arrival airport, then to divert to the designated alternate airport via the planned diversion route and flightlevel)Reserve Fuel / Final Reserve (Sufficient fuel to hold 1,500ft above the diversion airport for 30 minutes)Taxi Fuel (enough fuel to taxy from the stand to the departure runway, roughly 10 minutes worth though longer should be loaded at bigger aiports like London Heathrow)Additional Fuel (any additional fuel the commander may wish to load for reasons such as forecast poor weather at the destination, etc..)The above are the regulations which apply to JAR-OPS (the FAA rules are not quite the same).As a guide, on an 8.5 hour flight with the 767-300 you would expect to burn about 42 tonnes of fuel, but with all the contingency / diversion on top typically the planned takeoff fuel would be about 48-49 tonnes.For a 767-300, you should be landing with no less than 5-6 tonnes really (assuming you used your contingency, which you cannot plan to use).Hope this was of interest.

Anybody know what the FAA rules are for this?

John,Quick and easy rule of thumb. I use it all the time and it works very well. Computer plans and fuel planning spreadsheets are nice but these rules of thumb are quick and will be within a 1000 lbs or two of the required fuel.First hour of flight 17000 lbs (or metric equivalent)for every other hour 9000 lbs (or fraction thereof for less than an hour). You must know the trip distance and average groundspeed and assumes you will fly at economical altitudes appropriate for the weight.So for a 2000nm trip, with an average groundspeed of 400 knots, equals 5 hours. 17000 (first hour) + 4 x 9000 = 53000 lbs + 12000 reserve = 65000 lbs fuel required. I use this all the time with PIC767 and usually land with fuel right at or slightly more than my desired reserve.Give it a try and let me know how it works for you.In real life we use rules of thumb like this all the time on many of the aircraft I have flown (obviously they vary from type to type to quickly calculate a "ballpark" fuel requirements and we are always within a 1000 lbs or so of a computer calculated plan.Generally, about 12000 lbs, (6t) is a good reserve if the alternate is within 150nm or so.Kevin in CYOW

The FAA rules vary depending on the type of operation and the type of airplane. For the airlines operating airplanes like the 767 on domestic routes, the following rules apply:Fuel, considering wind and weather conditions, to:(a) Fly to the airport to which it is dispatched;(:( Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and© Thereafter, to fly for 45 minutes at normal cruising fuel consumption.For internation routes, enough fuel must be carried, considering wind and weather conditions, to:(a) Fly to and land at the airport to which it is released;(:( 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;© After that, to fly to and land at the most distant alternate airport specified in the flight release, if an alternate is required; and(d) 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.(e) If an alternate is not specified under the airplane must have enough fuel, considering wind and other weather conditions expected, to fly to that airport and thereafter to fly for at least two hours at normal cruising fuel consumption.

Good rule of thumb. That fuel calculation also depends on the air file you use as well. If anyone is in doubt, do a trans-con flt of around 5 hours. Note the fuel used in the first hour, avg out the fuel used for say the next 3 hours at cruise. This should give you a good idea what your specific fuel burn is for your individual air file. Mine is right about were Kevin's is. I use the PIC-POSKY merge air file by (cannot remember the author's name, if someone does can they post it along with the link to get the file). It is a very good airfile. The newest POSKY air files are very good as well. I use about 10K in reserve as I burn just under 10K an hour.

I'm using more or less the same method of CYOW_pilot; calculate with a burn of 9000lbs/hr, add another hours burn for take-off and climb and the first hour (which will be 18000 vs CYOW's 17000), then add a bit for contingency and diversion, say 15000 lbs.So for a 4 hour flight:Take-off, Climb, 1st hour: 180003 x 9000 : 27000Reserves : 15000Total : 50000Why make it anymore complicated than that? :)Take care out there, and say a prayer for this lost soul shortly due to jumpseat on a +30 year old '72 operated by a bunch of mad Irishmen.

>>Why make it anymore complicated than that? Amen to that.

>Take care out there, and say a prayer for this lost soul >shortly due to jumpseat on a +30 year old '72 operated by a >bunch of mad Irishmen. :-xxrotflmao have fun :)