Flight Fuel Planning Calculator
Build a fuel plan the way an OFP does: pick the rule set, enter fuel flow and flight time, and get block, take-off and landing fuel with every line explained.
Only used to change between weight and volume. Use the density on your fuel receipt if you have it.
Take-off to landing. Type 2:15 or 2.25.
Average for the flight, including climb, from your manual or flight plan.
From your flight plan, take-off to landing.
Used for the final reserve, the 5-minute contingency floor and extra minutes, where the rule says holding.
Missed approach, climb, cruise and approach to the alternate, from your flight plan.
For example an engine-out or depressurisation case on a long over-water leg.
Expected ATC delays or weather, at holding fuel flow.
What the captain chooses to add.
Use the lowest of the structural and performance limits for today. Full loading in the weight and balance calculator.
Rule of thumb about 2.5–4% of the extra fuel per flight hour. Your aircraft's figure is better.
How your fuel plan is worked out
Block fuel = taxi + trip + contingency + alternate + final reserve + any extra.
- 1
Trip fuel
2,500 kg/h× 2 h 00 min= 5,000 kg
- 2
Contingency
5% of trip = 2505 min hold = 208use 250 kg
- 3
Reserves
Alternate 1,500Final 30 min 1,250= 2,750 kg
- 4
Block fuel
Taxi 200 + 5,000+ 250 + 2,750= 8,200 kg
Read more: the formula, a worked example and the rules behind each line
A fuel plan is a stack of named lines. Each rule set says which lines you must carry and how big they are. This calculator builds the stack for the rules you pick, then shows what is left in the tanks at each stage of the flight. For a quick "how long can I fly on what I have", use the fuel endurance calculator; to change litres, gallons, kg and lb, use the jet fuel converter.
The formula
trip fuel = fuel flow × flight time (or the trip fuel you enter)
contingency = the larger of (5% of trip fuel, or 3% with an en-route alternate) and 5 min at holding fuel flow [ICAO / EASA]
alternate fuel = time to alternate × fuel flow (or the alternate fuel you enter)
final reserve = reserve minutes × fuel flow the rule names
minimum required = taxi + trip + contingency + alternate + final reserve + additional + extra
block fuel = minimum required + discretionary + tankered fuel + fuel burned to carry it
take-off fuel = block − taxi
landing fuel at destination = take-off fuel − trip (− burn to carry tankered fuel)
landing fuel at alternate = landing fuel at destination − alternate fuel
endurance = take-off fuel ÷ cruise fuel flow
tankering: load extra × (1 + burn % × flight hours) at departure; worth it when destination price > departure price × (1 + burn % × hours)
Worked example
ICAO / EASA rules, a jet burning 2,500 kg an hour on a 2-hour flight. Trip fuel is 2,500 × 2 = 5,000 kg. Contingency is 5% of 5,000 = 250 kg, which is more than 5 minutes of holding (2,500 × 5 ÷ 60 = 208.3 kg), so it is 250 kg. The alternate is 36 minutes away: 2,500 × 36 ÷ 60 = 1,500 kg. The final reserve is 30 minutes: 2,500 × 30 ÷ 60 = 1,250 kg. With 200 kg of taxi fuel, the block fuel is 200 + 5,000 + 250 + 1,500 + 1,250 = 8,200 kg.
Take-off fuel is 8,200 − 200 = 8,000 kg, which lasts 8,000 ÷ 2,500 = 3.2 hours (3 h 12 min). You land at the destination with 8,000 − 5,000 = 3,000 kg, and at the alternate with 3,000 − 1,500 = 1,500 kg. With 18,700 kg of usable tank capacity there is 18,700 − 8,200 = 10,500 kg of space left.
Tankering, as an example: carrying 3,000 kg extra on a 2-hour flight at 3% per hour means loading 3,000 × 1.06 = 3,180 kg. At 0.80 per kg at departure that costs 2,544, against 3,000 at 1.00 per kg at the destination: a saving of 456. The break-even destination price is 0.80 × 1.06 = 0.848 per kg, and the 180 kg burned to carry it adds 180 × 3.16 = 569 kg of CO2.
The rule sets
| Rules | Contingency | Alternate | Final reserve |
|---|---|---|---|
| ICAO Annex 6 Part I 4.3.6.3 / EASA CAT.OP.MPA.181 (AMC1) | 5% of trip, or 3% with a fuel en-route alternate; at least 5 min holding at 1,500 ft above the destination | Yes, to the destination alternate | Jet 30 min at holding speed, 1,500 ft; piston 45 min |
| FAA 14 CFR 91.151 (VFR, aeroplanes) | None in the rule | None in the rule | 30 min day, 45 min night at normal cruising speed |
| FAA 14 CFR 91.167 (IFR) | None in the rule | Yes, when 91.169 needs one | 45 min at normal cruising speed |
| FAA 14 CFR 121.639 (domestic) | None in the rule | Yes, to the most distant alternate | 45 min at normal cruising fuel consumption |
| FAA 14 CFR 121.645(b) (flag, turbine except turboprop) | 10% of the flight time to the destination | Yes, to the most distant alternate | 30 min at holding speed, 1,500 ft above the alternate |
| FAA 14 CFR 121.645(c) (flag, no alternate) | — | None | 2 hours at normal cruising fuel consumption |
EASA lets operators use other contingency methods too (for example 20 minutes based on trip fuel, or a statistical method), and operators often add company fuel. Helicopters, turboprops under 121.645(a) and supplemental operations follow different paragraphs not covered here. Choose "Company policy" to enter your own figures.
The lines, in plain words
- Taxi: start-up, APU and taxi before take-off.
- Trip: take-off, climb, cruise, descent, approach and landing at the destination.
- Contingency: covers the unexpected on the way, such as stronger winds or a different routing. You may use it in flight.
- Alternate: missed approach at the destination and the flight to the alternate.
- Final reserve: should still be in the tanks when you land. Under ICAO and EASA, if you expect to land with less, you declare MINIMUM FUEL, and below it, MAYDAY FUEL.
- Additional, extra and discretionary: additional fuel covers special cases such as an engine failure far from an airport; extra fuel covers expected delays; discretionary fuel is the captain's choice.
Tankering
Carrying fuel costs fuel: a heavier aircraft burns more. As a rule of thumb, an aircraft burns about 2.5–4% of the extra fuel for each hour it is carried, so tankering only pays when the price gap is bigger than that. It also adds CO2 (about 3.16 kg for every kg of jet fuel burned) and must stay within the tank capacity and the take-off and landing weight limits. "Most the limits allow" fills the extra up to the lowest of those three.
Units
Jets usually plan in kg or lb; light aircraft often in litres or US gallons. 1 lb = 0.4536 kg and 1 US gallon = 3.785 litres. Weight and volume are joined by density: Jet A-1 about 0.80 kg per litre, Jet A about 0.803 and avgas 100LL about 0.72.
Planning and training aid only. Always use your approved flight manual, your operator's fuel policy and official charts, and check the current text of the rules. FAA rule figures checked on the official text 12 October 2026. The ICAO / EASA figures follow the EASA basic fuel scheme; your operator's approved scheme may differ.
Common questions
How do you calculate block fuel?
Add taxi fuel, trip fuel, contingency, alternate fuel, final reserve and any additional, extra or discretionary fuel. For example, a jet burning 2,500 kg an hour on a 2-hour flight needs 5,000 kg trip fuel. With 200 kg taxi, 250 kg contingency, 1,500 kg alternate and a 1,250 kg final reserve, the block fuel is 8,200 kg.
What is contingency fuel under ICAO and EASA?
Contingency fuel covers things that don't go to plan, such as stronger winds or a different routing. Under ICAO Annex 6 and EASA it is commonly 5% of the planned trip fuel, or 3% when a fuel en-route alternate is available, and never less than 5 minutes of holding at 1,500 ft above the destination. Your operator's approved policy may differ.
How much final reserve fuel does a jet need?
Under ICAO Annex 6 and EASA rules, a turbine aeroplane carries a final reserve of 30 minutes at holding speed at 1,500 ft above the aerodrome in standard conditions. A piston aeroplane carries 45 minutes. FAA Part 121 domestic and Part 91 IFR use 45 minutes at normal cruising fuel consumption instead.
What are the FAA VFR fuel requirements?
Under 14 CFR 91.151, an aeroplane flying VFR must carry enough fuel to fly to the first point of intended landing at normal cruising speed, and then for at least 30 more minutes by day or 45 minutes at night. There is no contingency or alternate fuel in the rule, but planning extra is good practice.
What is the fuel rule for FAA Part 121 flag operations?
For turbine aeroplanes other than turboprops, 14 CFR 121.645 asks for fuel to the destination, plus 10% of the flight time, plus fuel to the most distant alternate, plus 30 minutes at holding speed at 1,500 ft above the alternate. If no alternate is needed, the rule is fuel to the destination plus 2 hours at normal cruising fuel consumption.
When does fuel tankering save money?
Tankering means carrying extra fuel from a cheaper airport instead of buying it at the destination. The extra weight burns more fuel, roughly 3% of the extra fuel for every flight hour as a rule of thumb. It pays when the destination price is higher than the origin price multiplied by that penalty, and it adds CO2 for the extra fuel burned.
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Made by Zulu Calculator, part of AlphaZulu LLC. Formulas are shown in full and rule figures are checked against official sources; see how we build calculators.