What are the requirements (from the FAA) how much extra fuel must be carried in commercial flights?

Question

i have read that they have to plan enough to the planned airport, then they must have enough to go to an alternate (how far by the way must this alternate be?), and then they must have enough to fly for another 45 min. So is this correct? And how is it exactly: Do they have to plan fuel for like 3 aborted landings on the planned arrival airport, and then go to the alternate, have fuel also there for 3 aborted landings (go-arounds), and THEN have 45 min. additional fuel on it?

And are these requirements equal for the whole world? (or does a plane from spain, where the requirements are different, have other fuel minimums when they wanna land in the USA?)

Answer 1

To add to what the pilot just answered whatever that goes in and out or in between the USA the aircraft or company must obey the FAA regulations at all times

Answer 2

no. heres the fuel required for ifr. enough  to start, taxi, takeoff, climb, cruise, descend, approach, and  land at the destination. then add 45 minutes worth of fuel at normal cruise burn rate. if you need an alternate, add fuel to miss the aproach, climb, cruise to alternate, descend, approach and land.  

don't know what you mean when you say "must be" as regard to how far the alternate "must be". if miami is the destination and you choose ft lauderdale as your alternate then the distance between the two is how far your alternate is. if FLL is likewise in the weather gloom then it wont work so you may have to use palm beach as an alternate. whatever works.

the 45 minute reserve is for such things you mention such as go arounds and holding and such. not much it's true but you asked what the faa required, not what makes sense. no need to add taxi in fuel. at that point the faa doesnt care if you flame out or not. sure pisses the boss off though if its an executive aircraft like i fly. he could care less about the faa. that's my concern not his. he just wants to get to his yacht before cocktail hour and his helicopter's blades are already turning. hate to have him have to hover out to the taxiway just because of my poor planning.

Answer 3

Good answers, but just to add something, alternates are chosen based on weather and the ability to land there.  For part 121 airline operations, alternates must have crash fire rescue capabilities, as well as runways long enough to handle the aircraft.  The way you pick alternates is not by distance, but by weather, once you narrow down the ones that are suitable for your operation and aircraft.  You usually pick the closest one.  Now, if you can't land at the original destination, you go somewhere else, not always your chosen alternate.  That is for planning purposes only, and conditions may have changed after you departed.  You may also choose somewhere else because of operational reasons, like ground transportation for your passengers.  This is usually worked out between the captain and the dispatcher, in a 121 operation.  Corporate is different, so I will leave that up to the experts.

PS, I do take exception to the 45 min reserve being for go arounds and such.  You can use it for whatever you want, but you must plan to end up with 45 minutes after you land at your alternate, if required.  You also cannot plan to use the reserve fuel when an alternate is not needed, but in an emergency you can do whatever needs to be done.

Answer 4

--Not "an alternate."   --The "most distant alternate."

The fuel minimum is a takeoff minimum.

The alternate doesn't have to be any distance from the destination airport.  The alternate may be the destination airport or the origin airport.  (FAR 121.625)

For Part 121 operations, allowance must be made for one instrument approach and one missed approach at the destination.  (FAR 121.647)

Answer 5

Right, John.  Exactly.