Readiing the fuel planning section in Tutorial #2, the calculations do not seem to include a "minumum fuel after landing" requirement (amount left in the tanks=running on fumes). How's this requirement accounted for ? I thought the requirement for the 800-NGX WL was 3,000 lbs., is this correct ?Thanks,Zach

You need at least 45 mins fuel at gate in destination airport.The fuel amount will be diferent depending flight level used for estimation of 45 mins in leveled flight. I used between 4000 and 5000 lb. See ya.

According to JAR the final reserve fuel is 30 minutes worth at holding speed at 1500 ft AGL at ISA conditions.Depending on ZFW and airport altitude, I usually come up with 1200-1600 kg (2600 - 3500 lbs)In the manual there is a table providing the fuel flow at holding speed with different weights and altitudes, making this calculation easy.

this will also depend on company policy with respect to remaining fuel.

Readiing the fuel planning section in Tutorial #2, the calculations do not seem to include a "minumum fuel after landing" requirement (amount left in the tanks=running on fumes). How's this requirement accounted for ? I thought the requirement for the 800-NGX WL was 3,000 lbs., is this correct ?Thanks,Zach

What regulating body are you trying to comply with? It's going to vary from country to country.

According to JAR the final reserve fuel is 30 minutes worth at holding speed at 1500 ft AGL at ISA conditions.Depending on ZFW and airport altitude, I usually come up with 1200-1600 kg (2600 - 3500 lbs)In the manual there is a table providing the fuel flow at holding speed with different weights and altitudes, making this calculation easy.

Yo have reason. According FAR 91.167 IFR FUEL REQUIREMENTS you need:"(a) Except as provided in paragraph (:( of this section, no person mayoperate a civil aircraft in IFR conditions unless it carries enough fuel(considering weather reports and forecasts and weather conditions) to--(1) Complete the flight to the first airport of intended landing;(2) Fly from that airport to the alternate airport; and(3) Fly after that for 45 minutes at normal cruising speed or, forhelicopters, fly after that for 30 minutes at normal cruising speed."Bye.

And always keep in mind that the residual minimum fuel requirements are for planning purposes. Once you are in the air all fuel is in the game, and is "legal" to use,. Redispatch is one exception in this regard, but that is just a planning exercise while enroute.That said, if you land with vapors, without a good reason (delays, weather, diversion) then it was a planning failure.* Orest

And always keep in mind that the residual minimum fuel requirements are for planning purposes. Once you are in the air all fuel is in the game, and is "legal" to use,. Redispatch is one exception in this regard, but that is just a planning exercise while enroute.

Of course, you will not switch off engines, once final reserve fuel touched...But: As soon as you expect, that you will land with less than that fuel (or actually do), this is considered emergency.

Yo have reason. According FAR 91.167 IFR FUEL REQUIREMENTS you need:[...](3) Fly after that for 45 minutes at normal cruising speed or, forhelicopters, fly after that for 30 minutes at normal cruising speed."

That is one of the major differences between JAR and FAR ;)

According to JAR the final reserve fuel is 30 minutes worth at holding speed at 1500 ft AGL at ISA conditions.

That is after considering alternate fuel, isnt it?For example, I flew from Azores to Porto Santo yesterday. I did not want to use LPMA as alternate, for obvious reasons, so I endeed up with aiming for 3.5 at LPPS so I can fly for almost an hour to Canaries should the need arise.And, wouldnt you know, I flew happily into LPPS, and noticed something was amiss when on final... My Aerosoft scenery was broken, and the runway was on top of a "table mountain" at 575ft with canyons all around. Ooops... So I entered a holding, tried some stuff in library, didnt help, flew to Madeira and ended up landing there on a ridge 700ft high. If it were not after midnight I would fly down to the Canaries, and I would be very glad I did not plan for 2 tonnes at LPPS...

Yo have reason. According FAR 91.167 IFR FUEL REQUIREMENTS you need:"(a) Except as provided in paragraph ( :( of this section, no person mayoperate a civil aircraft in IFR conditions unless it carries enough fuel(considering weather reports and forecasts and weather conditions) to--(1) Complete the flight to the first airport of intended landing;(2) Fly from that airport to the alternate airport; and(3) Fly after that for 45 minutes at normal cruising speed or, forhelicopters, fly after that for 30 minutes at normal cruising speed."Bye.

The intent of my question is whether or not leftover fuel after landing has to be planned separately because I did not see it in any of the calculations in T2 so:- The RESERVE calculation in T2 = 3,600 lbs so if have not landed at LOWI when the remaining fuel reaches this threshold, must now divert to EDDM....RESERVES definition.- We divert to EDDM and due to a no. of factors, the LOWI-EDDM leg is lengthy so after landing the remaining fuel is 600 lbs (we used 3,000 lbs in this leg).- Is this aceptable ? If not, then is there soemthing missing from the fuel calculations ?Thanks,Zach

But: As soon as you expect, that you will land with less than that fuel (or actually do), this is considered emergency.

Aside from any guidance in your ops specs, if in your judgement you are running low on fuel, whether into the planning reserve or not, at a minimum you need to let ATC know. You may well need to declare an emergency to expedite getting to the ground -- gracefully. :( * Orest

I'd suggest adding in which regs you're talking about at this point, because it seems like there's a big difference, and I don't want people to get confused.Again, as Orest mentioned, in the FAA environment those requirements are for planning only. How you use the fuel in the air is completely up to you, and you are not required to declare an emergency if you start getting into your reserve fuel. At this point, it would be a "min fuel" situation at best. If it gets worse, perhaps a PAN, and finally if it's getting really bad, an emergency.The lovely part of PIC authority, however, is the choice is fully up to you (how you frame your fuel issue). Above is just my take on it, and to be honest, if you'd done the legally required part (the planning), none of that would be necessary.

For (standard-)planning (on jet aircraft) according to JAR rules, you take:-Taxi fuel-Trip fuel (fuel from departure to destination, if everything is according to plan)-Contingency fuel (5% of trip fuel, but at least 5 minutes holding in 1500 ft AGL)-Alternate fuel (fuel for one missed approach + flight to alternate airport)-Final reserve (30 minutes holding 1500 ft above alternate)-Extra fuel (on PIC-discretion)So if you fly one approach and then divert, you should ideally end up with:-Contingency Fuel-Final reserve-Extra fuelstill in your tanks.As in FAR it is up to PIC, how you want to use the fuel (if there are no company rules of course....).But still according to JAR you have to declare emergency once you determinate, that final reserve fuel will be touched. (And also there will be some paperwork, as this is (according JAR) considered an incident and has to be reported.

"How much fuel do you have to land with?" is a sucker question on a captain's oral. The correct answer is "enough to taxi to the gate".

"How much fuel do you have to land with?" is a sucker question on a captain's oral. The correct answer is "enough to taxi to the gate".

At last! A crisp and clear answer!! :(