Carefull with those statements. Remember that fuel policy is for you company or country only. Every company will be different, depending on country of registration and how much money they have. We are a little different here. for example, this is a cut and paste from a plan I did yesterday for a 744 doing FRA/LAX. All in kgs for you americans. ( hope it comes out ok)
Z F WT 217500 A-B TIME/FUEL 1007 103926
NET FUEL 120121 CONTGCY FUEL 2/2 2095
B R WT 337621 DEP ALLOWANCE 833
BURNOFF 106112 ETP B/U 0
LAND WT 231509 ARRVL ALLNC 0
INST APP KLAX 12 1353
MIN RES 11914 XTR HOLD KLAX 0
TANKER FUEL 0
COST INDEX M85 DIV TO KLAS 0046 8047
CRZ ALT 310 XTR HOLD KLAS 0
Ok as you can see we carry A-B one I/A at LAX, fuel to divert alt then B-C which is to LAS. plus 2% of A-B and B-C. Also carry fixed reserve of 30mins. On this flight we have a dept allowance, due to ATC routing out of FRA. CPTS do have the discretion to take more, of course. (fudge factor I call it).
Airlines fuel to dest weather, yes but also to traffic holding times and other operational factors. Tanker fuel for next sector is used quite a bit down here. Mainly due to the cost and sheer lack of fuel on some islands. 767's actually fly and land better with a bit of weight anyway. Holding... It has been known for huge holding times to occur, especially with a bit of fog, an hour is nothing new, and two is very rare but it happens.
Large aircraft can potentially hold longer cause of larger tanks. eg due to full shortage I tankered a 767 sector with enough full to hold for 10 hrs. cant do that with a 733..
hope this shows another side, rgds.