Deep sums it up
Very well indeed.
In my UK outfit, the nuts and bolts are:
Ops pre load to certain met conditions at destination and alternates, between 15-60 mins of gas.
Congestion fuel added at known hotspots, yep pilot feedback welcome and leads to said fuel if NOTAM not in force.
Crew 'allowed' 1000kg 'gratis' or sensible call most welcome if above.
Reserves, set in stone, Cont, alt and hold fuel. No attempt to reduce at all.
If all that goes wrong..........well yes commercial disaster, not an aviation one. Aircraft lands at any suitable airfield, of which there will be many en-route to most alternates or indeed deatination.
As a by product of 'reducing fuel, well within safe parameters' we also welcome the 'should I not tanker' call from crew, sometimes met with a good call respond, needs 9k in the tanks for the next one, missed that one, thanks.
Rule of thumb, PIC needs it, PIC takes it, no argument, period. Just don't 'state', as I had not long ago, when pre-loaded with 2k of dest hold, alternate 1:30 away and tanker (short turn) for the next sector ( all within Europe)
c.18K required, going to load 24K....................... 90 min sector B757.
That will trigger an 'on your own thier Sir' type remark, or a direct why? from Ops.
c.6K loaded, prob30 tempo TS, pre loaded 2k for that forecast as per company policy, total load 8k.
You guys have a train of thought when loading extra, explain it to companies, don't feel you are 'justifying' it.
Bored