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Aircraft Fuel Consumption Calculator

Calculate block fuel, trip fuel, and reserve requirements for general aviation and commercial aircraft operations.

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About

Fuel planning is a non-negotiable aspect of flight safety. Running out of fuel remains a distressingly common cause of general aviation accidents. This calculator estimates the total fuel load required based on aircraft specific fuel burn rates (Gallons/Hour or Kg/Hour) and standard ICAO flight planning definitions.

Total Block Fuel is the sum of Taxi Fuel, Trip Fuel, Contingency Fuel, Alternate Fuel, and Final Reserve. Calculations must account for headwind components and density altitude effects on engine performance. In professional operations, the Final Reserve is a hard limit; landing with less than this amount constitutes an emergency.

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Formulas

The Total Fuel (Ftotal) is calculated as:

Ftotal = Ftaxi + Ftrip + Fcont + Falt + Fres

Where Trip Fuel is derived from distance (D) and ground speed (vgs):

Ftrip = Dvgs × Rcruise

Reference Data

Aircraft TypeAvg Cruise BurnClimb BurnTaxi BurnUnit
Cessna 172S11.014.51.5Gal/hr
Piper PA-28-1619.512.01.0Gal/hr
Cirrus SR2218.524.02.0Gal/hr
Beechcraft Baron G5832.040.03.0Gal/hr
Diamond DA4213.516.01.2Gal/hr
Pilatus PC-1265.075.05.0Gal/hr
King Air 350900110040Lbs/hr
Boeing 737-80025004500200Kg/hr
Airbus A32024004200180Kg/hr
Boeing 777-300ER750012000600Kg/hr

Frequently Asked Questions

Final Reserve is the minimum fuel required to fly for a specific period (usually 30 or 45 minutes) at holding speed 1,500 feet above the aerodrome after all other fuel is exhausted. You should never plan to use this fuel.
Headwind reduces ground speed but does not change True Airspeed or fuel flow rate. This means the aircraft takes longer to cover the same distance, significantly increasing the Trip Fuel required. A 20-knot headwind on a 4-hour flight adds 20 nautical miles equivalent of flight time.
Contingency fuel accounts for unforeseen factors like deviations from the planned route, stronger than forecast winds, or air traffic delays. It is typically calculated as 5% or 10% of the Trip Fuel.
Yes. Heavier aircraft require more lift, which induces more drag (induced drag), requiring more thrust and thus more fuel. For large jets, carrying extra fuel actually costs fuel ('fuel to carry fuel').
Taxi fuel is consumed on the ground before takeoff power is applied. It is usually a fixed amount based on expected airport congestion and taxi distance, not on flight mechanics.