Don't forget, of course to add the following to the trip fuel:
(1) contingency fuel (normally a percentage of the trip fuel, but not always for the whole distance if a suitable en-route alternate is available);
(2) pick a suitable alternate, calculate fuel burn and add a contingency to that;
(3) holding fuel over destination and/or alternate;
(4) Taxi fuel.
The specifics of each of the above items will vary with the operator, the minimum requirements being regulated by the state of certification.
On a given aircraft type, the first three items are dependent on the zero-fuel weight, the route details, the en-route winds and the flight-levels available and chosen.
This is all very basic stuff, so perhaps the question should have been posted in the Questions forum?