Lutz,
1. Yes, those are the correct numbers. I'm guessing you are talking about jet airplanes as the regs break down "turbine engine powered other than turbo-propeller" and "non-turbine and turbo-propeller." I would reference Eckhard to
§ 121.639 Fuel supply: All domestic operations.
No person may dispatch or take off an airplane unless it has enough fuel—
(a) To fly to the airport to which it is dispatched;
(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and
(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.
If he can find a non-tranport category, post 1964 airplane in 121 ops, I'd like to know what it is.
2. Ah, so we can have more questions on tests? These rules were first issued in 1964. You have to keep in mind these are the requirements to start the flight and not a requirement for fuel remaining at block in. Under the Flag Rules, in addition to the 30 minutes is a requirement for enough fuel for 10 percent of the time enroute. So a 3 hour flight would require three hours fuel, plus 18 minutes fuel, plus fuel to the alternate (if required) plus the 30 minutes at 1500 feet. My understanding is because the early 1960s weather reporting and forecasting was not as good as it is now the 10 percent was to account for errors in forecasting. The farther the the plane flew, the more extra fuel required.
We'll skip the "island rule" and redispatching.
3. I have no idea what other CAAs require.