Flight Planning Philosophy

[roadrabbit]

It may not actually say SID or STAR, but it does say "from point of take-off". You could then ask just what does that mean? Is it from the start of the take-off roll, or the point of getting airborne (obviously written by lawyers for lawyers!). My company software also assumed that to include SIDs and STARs. The software also includes an amount of taxi fuel. Another potential anomaly is that contingency fuel can be used during taxi to initial departure take-off, to cover departure delays (routine, for example, at KJFK in the 1970s and 1980s).

For reference here is an extract from ICAO Annex 6 (ninth edition - see StackExchange):4.3.6.3 The pre-flight calculation of usable fuel required shall include:

a) taxi fuel, which shall be the amount of fuel expected to be consumed before take-off;

b) trip fuel, which shall be the amount of fuel required to enable the aeroplane to fly from take-off, or the point of in-flight re-planning, until landing at the destination aerodrome taking into account the operating conditions of 4.3.6.2 b);

c) contingency fuel, which shall be the amount of fuel required to compensate for unforeseen factors. It shall be five per cent of the planned trip fuel or of the fuel required from the point of in-flight re-planning based on the consumption rate used to plan the trip fuel but, in any case, shall not be lower than the amount required to fly for five minutes at holding speed at 450 m (1 500 ft) above the destination aerodrome in standard conditions;
Note.— Unforeseen factors are those which could have an influence on the fuel consumption to the destination aerodrome, such as deviations of an individual aeroplane from the expected fuel consumption data, deviations from forecast meteorological conditions, extended taxi times before take-off, and deviations from planned routings and/or cruising levels.
d) destination alternate fuel, which shall be:

1. where a destination alternate aerodrome is required, the amount of fuel required to enable the aeroplane to:
   i) perform a missed approach at the destination aerodrome;
   ii) climb to the expected cruising altitude; iii) fly the expected routing;
   iv) descend to the point where the expected approach is initiated; and
   v) conduct the approach and landing at the destination alternate aerodrome; or
   
2. where two destination alternate aerodromes are required, the amount of fuel, as calculated in 4.3.6.3 d) 1), required to enable the aeroplane to proceed to the destination alternate aerodrome which requires the greater amount of alternate fuel; or
   
3. where a flight is operated without a destination alternate aerodrome, the amount of fuel required to enable the aeroplane to fly for 15 minutes at holding speed at 450 m (1 500 ft) above destination aerodrome elevation in standard conditions; or
   
4. where the aerodrome of intended landing is an isolated aerodrome:
   i) for a reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes plus 15 per cent of the flight time planned to be spent at cruising level, including final reserve fuel, or two hours, whichever is less; or
   ii) for a turbine-engined aeroplane, the amount of fuel required to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel;
   

e) final reserve fuel, which shall be the amount of fuel calculated using the estimated mass on arrival at the destination alternate aerodrome, or the destination aerodrome when no destination alternate aerodrome is required:

1. for a reciprocating engine aeroplane, the amount of fuel required to fly for 45 minutes, under speed and altitude conditions specified by the State of the Operator; or
   
2. for a turbine-engined aeroplane, the amount of fuel required to fly for 30 minutes at holding speed at 450 m (1 500 ft) above aerodrome elevation in standard conditions;
   

f) additional fuel, which shall be the supplementary amount of fuel required if the minimum fuel calculated in accordance with 4.3.6.3 b), c), d) and e) is not sufficient to:

1. allow the aeroplane to descend as necessary and proceed to an alternate aerodrome in the event of engine failure or loss of pressurization, whichever requires the greater amount of fuel based on the assumption that such a failure occurs at the most critical point along the route;
   i) fly for 15 minutes at holding speed at 450 m (1 500 ft) above aerodrome elevation in standard conditions; and
   ii) make an approach and landing;
   
2. allow an aeroplane engaged in EDTO to comply with the EDTO critical fuel scenario as established by the State of the Operator;
   
3. meet additional requirements not covered above;
   

Note 1.— Fuel planning for a failure that occurs at the most critical point along a route (4.3.6.3 f) 1)) may place the aeroplane in a fuel emergency situation based on 4.3.7.2.

Note 2.— Guidance on EDTO critical fuel scenarios is contained in Attachment D;
g) discretionary fuel, which shall be the extra amount of fuel to be carried at the discretion of the pilot-in-command.