Thanks Jetjock for posting the reference.
6. Crews should plan to arrive overhead a
destination aerodrome with, at the very
least, fuel sufficient to:
a) Make an approach to land; and
b) carry out a missed approach; and
c) fly to an alternate aerodrome, carry
out the subsequent approach and
landing; and
d) hold for 30 minutes delay.
Our fuel policy should reflect the above and as it stands in the FOM/OMA has I assume been accepted by the GCAA.
NB: The above states 'at the very least' and our FOM/OMA states the 'minimum' fuel required. If we take 'minimum' then we must understand that we will have to make the decision to commit prior to TOD as you will soon be below final reserve + alt fuel. If you commit or divert you are now intending to land with a minimum of final reserve. If you divert you will have no holding option... you will probably have to complete the 'fuel quantity low' check list or equivalent and ensure that you do not have to G/A (Pan, keep your spacing, land after if needed etc). However, if you commit or divert you will not be alone with other EK aircraft in the same state. Add UAE ATC to the mix and we will have a new fuel policy as quick as you can say TC.
At the end of the day we should take the amount of fuel we are comfortable with not that we are micromanaged to take. This will vary in accordance with experience and conditions on the day. Fuel is on its way up again and with the crisis management the way it is they are looking to cut/slash anything they can. There is a difference however to capping utilities and non payment of bonuses... This is commercial pressure impacting on safety. It will be a false economy.