Fuel Planning

On the Dutch Forum I also posted this as there were a few questions about Fuel planning and as I couldn't find it here nor on the Academy I thought I'd share the information with you here as well. It's a translation of my original post with some small corrections.
It is a slightly simplified summary for non-ETOPS flights
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According to the JAR (Joint Aviation Regulation) fuel policy, we can split the Ramp Fuel (Fuel which gets pumped into the tanks when on the ramp and includes all parts of the flight) into the following
>Taxi Fuel:
>Trip Fuel
>Reserves:

Contingency Fuel
Alternate Fuel
Final Reserve
Additional Fuel

>Extra

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{text in Italic is the an explanation, the text underlined is how to calculate the fuel}

-->Taxi Fuel: The amount of fuel needed for the start-up, taxiing to and the possible holding at the runway. This fuel is also used for the ground operations when at the gate/stand (Air conditioning, APU,..). In a 737 for example, the Taxi Fuel can be upto about 260Kg. The taxi fuel is most of the times an amount set by the operator; based on statistics and different per field.

--> Trip Fuel: The Trip Fuel includes the fuel needed for: Take-off, flying the SID and climbing to the TOC (Top of Climb), the cruise part of the flight from TOC top TOD (Top of Descend and including possible step climbs), from TOD to tje IAF (via a STAR), and the flight segment from the IAF up to and including the landing. To calculate the Trip Fuel the manufacturer normally supplies tables and graphics for the different parts of the flight.

-->Reserves:
---->Contingency Fuel: Contingency = an unexpected event during the flight, such as more headwind, slight deviation to avoid weather, delaying vectors from ATC,.... Most parts of calculating the fuel needed is straight forward but calculating the CF(Contingency Fuel) takes a bit more work. The CF is the highest amount form A or B, shown hereunder:
A
ONE of the next:

5% of the Trip Fuel or, in case of an in-flight re-routing, 5% of the fuel needed for the remainder of the flight... In this case an en-route alternate in not necessary.
If there is an en-route alternate available, the CF can be reduced to 3% of the Trip Fuel, or in case of an in-flight re-routing, 3% of the Trip Fuel needed for the remainder of the flight.
An amount of Fuel determined by the operator (with approval of the JAA) for a specific aircraft, calculated after a strict fuel monitoring program from the statistics.

B
An amount of fuel needed to hold at 1500 feet AGL for 5 minutes in standard meteorological conditions

---->Alternate fuel: The Alternate Fuel is the fuel needed for flying a Missed Approach on the destination and the trip to the Alternate (including Climb, Cruise, Descend on an Arrival, Approach and landing). Calculations are the same as for the Trip Fuel, but shall NOT be included when calculating the CF

---->Final reserve fuel: The Final Reserve Fuel is an obligated requirement for all flights. In the (unlikely) event that you use all of your contingency fuel en route, have to fly a missed approach and decide to deviate to your alternate, you should land with just your Final Reserve Fuel. It's a safety measure to make sure your flight ends in a disaster when there is a slight delay on your alternate. (When you do need to use your Final Reserve Fuel, you enter the Emergency Fuel Fase and that's a Mayday Call.) The Final Reserve Fuel is the amount of fuel needed (for a Jet/Turboprop) to hold for 30 minutes (45 minutes for a piston aircraft) at 1500 feet AGL under normal meteorological conditions

---->Additional Fuel: The Alternate-, Contingency- and Final Reserve Fuel cover most cases, and provided that there is are suitable diversions available en-route and near the destination, this is all that is needed for the Reserve Fuel. There are two cases, however, where Additional Fuel is required: (A) If there is no Alternate (also know as Island Holding) available at the destination, you need to be able to cope with a aircraft 3 minutes ahead of you having a tire burst for example. (B) If there is no suitable en-route alternate and you are not able to hold height (eg. in case of an engine failure, pressure failure or both) you need to fly at a lower altitude and therefore the Fuel Flow increases. In this case you need Additional Fuel. Additional fuel should permit you to hold at 1500 feet AGL for 15 minutes.

-->Extra Fuel: Commanders decision, Fuel Tankering, Fuel for a next flight,...

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A simple example of a fuel calculation to end with:
Jet aircraft; taxi fuel = 60 Kg; Cruise fuel flow = 5000 Kg/h; Holding Fuel Flow = 3000 Kg/h; Flight time = 2h30'; Contingency fuel = 5%; Alternate Fuel = 900Kg.

Ramp Fuel?:
Taxi    60
Trip= 5000x2,5h = 12500
Reserve
contingency    625
alternate    900
final reserve= 3000x0,5= 1500
additional    not required
Extra not required
   +____________
Total (Ramp Fuel) 15585Kg

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Hope it's clear for everyone