"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".

he he thats a vallid answer after my book ;) but probely make you some paper work ;)

he he thats a vallid answer after my book ;) but probely make you some paper work ;)

For the airline, sure, but in the United States, unless the pilot declared an emergency (or similar), it's not at all required.

If you are talking airline operations, it is a bit more involved that what was stated earlier using part 91.Airline operations would be under part 121.Section 645 - Fuel supply: Turbine-engine powered airplanes, other than turbo propeller: Flag and supplemental operations(a) Any flag operation within the 48 contiguous United States and the District of Columbia may use the fuel requirements of §121.639.( :( For any certificate holder conducting flag or supplemental operations outside the 48 contiguous United States and the District of Columbia, unless authorized by the Administrator in the operations specifications, no person may release for flight or takeoff a turbine-engine powered airplane (other than a turbo-propeller powered airplane) unless, considering wind and other weather conditions expected, it has 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.© No person may release a turbine-engine powered airplane (other than a turbo-propeller airplane) to an airport for which an alternate is not specified under §121.621(a)(2) or §121.623( :( unless it has 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.(d) The Administrator may amend the operations specifications of a certificate holder conducting flag or supplemental operations to require more fuel than any of the minimums stated in paragraph (a) or ( :( of this section if he finds that additional fuel is necessary on a particular route in the interest of safety.(e) For a supplemental operation within the 48 contiguous States and the District of Columbia with a turbine engine powered airplane the fuel requirements of §121.643 apply.

If you are talking airline operations, it is a bit more involved that what was stated earlier using part 91.Airline operations would be under part 121.Section 645 - Fuel supply: Turbine-engine powered airplanes, other than turbo propeller: Flag and supplemental operations(a) Any flag operation within the 48 contiguous United States and the District of Columbia may use the fuel requirements of §121.639.( :( For any certificate holder conducting flag or supplemental operations outside the 48 contiguous United States and the District of Columbia, unless authorized by the Administrator in the operations specifications, no person may release for flight or takeoff a turbine-engine powered airplane (other than a turbo-propeller powered airplane) unless, considering wind and other weather conditions expected, it has 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.© No person may release a turbine-engine powered airplane (other than a turbo-propeller airplane) to an airport for which an alternate is not specified under §121.621(a)(2) or §121.623( :( unless it has 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.(d) The Administrator may amend the operations specifications of a certificate holder conducting flag or supplemental operations to require more fuel than any of the minimums stated in paragraph (a) or ( :( of this section if he finds that additional fuel is necessary on a particular route in the interest of safety.(e)For a supplemental operation within the 48 contiguous States and the District of Columbia with a turbine engine powered airplane the fuel requirements of §121.643 apply.

Your quote is regarding Flag Operations. By far, most 737 operations under FARs is Domestic, which is pretty much the same as Part 91 operation. See 121.639.

Ok, i have all FAR conditions for fuel...(thinking in Airliners with turbine aircraft):For USA and District of Columbia (in international flights you must comply with USA requeriments and contries conditions, the most restrictive)1. Fly to destination (FAR 14 CFR, Part 121, Section 639) and land (FAR 14 CFR, Part 121, Section 645)2. Fly 10% percent of total time required to fly between departure airport and destination airport (FAR 14 CFR, Part 121, Section 645)3. Fly and land on alternate airport (FAR 14 CFR, Part 121, Section 639)4. Fly 30 minutes at holding speed at 1.500 ft above the alternate airport (or destination airport if no alternate is required) under standard temperature conditions (FAR 14 CFR, Part 121, Section 645)5. Fly 45 minutes at normal cruising fuel consumption (certificate holders and not VFR operations) (FAR 14 CFR, Part 121, Section 639)6. If alternate is not specified, is needed has enough fuel, considering wind an other weather conditions expected, to fly to destination and after that fly for at least two hours at normal cruising fuel consumption (FAR 14 CFR, Part 121, Section 645)* Considering wind and other weather conditions expected (FAR 14 CFR, Part 121, Section 645 & 647), anticipated traffic delays (FAR 14 CFR, Part 121, Section 647), one instrument approach and possible missed approach at destination (FAR 14 CFR, Part 121, Section 647), and any other conditions that may delay landing of the aircraft (FAR 14 CFR, Part 121, Section 647).** Alternate weather forecasts: at least 1.500 ft above the lowest circling MDA is circling approach is required (FAR 14 CFR, Part 121, Section 621), at least 1.500 ft above the lowest published instrument approach minimum or 2.000 ft above airport elevation, whichever is greater (FAR 14 CFR, Part 121, Section 621), visibility at that airport will ve at least 3 miles, or 2 miles more than the lowest applicable visibility minimums, whichever is greater, for instrument approach procedures to be used at the destination airport (FAR 14 CFR, Part 121, Section 621).Now considering alternate airports, you must need fuel for:1. Fly to destination and land: trip fuel, flaps & gear down in approach at destination, missed approach at destination, APU use, Taxi burns, and any additional fuel for another expected conditions (like traffic delays).2. Contingency fuel: 10% of fuel for main flight.3. Fly to alternate and land: trip fuel, flaps & gear down in approach at destination, missed approach at destination, APU use, and any additional fuel for another expected conditions (like traffic delays).4. Contingency fuel: 10% of fuel for to alternate flight.5. Fly 30 minutes at holding speed at 1.500 ft above the alternate airport under standard temperature conditions.6. Fly 45 minutes at normal cruising fuel consumption (certificate holders and not VFR operations).See ya!!!!

Ok, i have all FAR conditions for fuel...(thinking in Airliners with turbine aircraft):For USA and District of Columbia (in international flights you must comply with USA requeriments and contries conditions, the most restrictive)1. Fly to destination (FAR 14 CFR, Part 121, Section 639) and land (FAR 14 CFR, Part 121, Section 645)2. Fly 10% percent of total time required to fly between departure airport and destination airport (FAR 14 CFR, Part 121, Section 645)3. Fly and land on alternate airport (FAR 14 CFR, Part 121, Section 639)4. Fly 30 minutes at holding speed at 1.500 ft above the alternate airport (or destination airport if no alternate is required) under standard temperature conditions (FAR 14 CFR, Part 121, Section 645)5. Fly 45 minutes at normal cruising fuel consumption (certificate holders and not VFR operations) (FAR 14 CFR, Part 121, Section 639)6. If alternate is not specified, is needed has enough fuel, considering wind an other weather conditions expected, to fly to destination and after that fly for at least two hours at normal cruising fuel consumption (FAR 14 CFR, Part 121, Section 645)* Considering wind and other weather conditions expected (FAR 14 CFR, Part 121, Section 645 & 647), anticipated traffic delays (FAR 14 CFR, Part 121, Section 647), one instrument approach and possible missed approach at destination (FAR 14 CFR, Part 121, Section 647), and any other conditions that may delay landing of the aircraft (FAR 14 CFR, Part 121, Section 647).** Alternate weather forecasts: at least 1.500 ft above the lowest circling MDA is circling approach is required (FAR 14 CFR, Part 121, Section 621), at least 1.500 ft above the lowest published instrument approach minimum or 2.000 ft above airport elevation, whichever is greater (FAR 14 CFR, Part 121, Section 621), visibility at that airport will ve at least 3 miles, or 2 miles more than the lowest applicable visibility minimums, whichever is greater, for instrument approach procedures to be used at the destination airport (FAR 14 CFR, Part 121, Section 621).Now considering alternate airports, you must need fuel for:1. Fly to destination and land: trip fuel, flaps & gear down in approach at destination, missed approach at destination, APU use, Taxi burns, and any additional fuel for another expected conditions (like traffic delays).2. Contingency fuel: 10% of fuel for main flight.3. Fly to alternate and land: trip fuel, flaps & gear down in approach at destination, missed approach at destination, APU use, and any additional fuel for another expected conditions (like traffic delays).4. Contingency fuel: 10% of fuel for to alternate flight.5. Fly 30 minutes at holding speed at 1.500 ft above the alternate airport under standard temperature conditions.6. Fly 45 minutes at normal cruising fuel consumption (certificate holders and not VFR operations).See ya!!!!

You combined Domestic and Flag regs? Why? You're one or the other, not both.

I always land with 3,183 lbs +/- 1 pound. It's a gift.

Please delete. Explained better further up.

The airplane has a minimum requirement of something like a few hundred pounds per tank in order for the pumps to work and not cavitate. There is no defined "fuel you must land with" amount as long as it's higher than what's necessary to keep the pumps and thus the engines running. Everything in the tutorial is about legal requirements for diversions and stuff.I suspect I'm going to need to do a heck of a lot more basic-level explanation in the the 777 tutorials, seems like I've assumed too much knowledge with the NGX ones in general...

I always land with 3,183 lbs +/- 1 pound. It's a gift.

You crack me up. :(

I suspect I'm going to need to do a heck of a lot more basic-level explanation in the the 777 tutorials, seems like I've assumed too much knowledge with the NGX ones in general...

Tough consideration for sure, as the user base ranks from FS beginners to ATPs. Guess you can't just explain everything from the ground up... However I personally enjoy the tuts very much.

Hopefully, by the time 777 Tutorial 2 is out, PFPX will be out there :)

I suspect I'm going to need to do a heck of a lot more basic-level explanation in the the 777 tutorials, seems like I've assumed too much knowledge with the NGX ones in general...

You're starting to sound like me.My approach would be to let them drown, though. You read the manuals, I read the manuals, and all the other people who are enjoying the tutorials read something to understand what's going on. Why can't they?

I suspect I'm going to need to do a heck of a lot more basic-level explanation in the the 777 tutorials, seems like I've assumed too much knowledge with the NGX ones in general...

I think it's high time there was an FAQ for this forum. Half of these post could be culled with: Put the isolation valve to open, Change the MCP in the defaults, Hit APP and then the 2nd autopilot, and CI isn't really that important.

I think it's high time there was an FAQ for this forum. Half of these post could be culled with: Put the isolation valve to open, Change the MCP in the defaults, Hit APP and then the 2nd autopilot, and CI isn't really that important.

Agreed. I volunteer to write it with screencaps. Heck, I write most of the "Here's how you disable UAC" anyway.