Wrap Around (no not what you're thinking - dirty minds of pilots there days :-) is a couple of thousand pounds (2000 +/-) extra if you're arriving from the north and they're forecasting landing 4R.

Or, arriving from the South and they forecast 22L.

Our current flight planning software takes the last fix on the arrival, and then assumes you fly directly to the airport/runway.

We all know that when you know when you terminate at SAX, you still have 15 minutes to fly down Kilma way and then land on 4R at 3000-4000 feet burning 8000lbs/side.

If we had a more accurate flight planning software that could forecast typical ATC vectoring, we wouldn't need it.
This is a poor mans way to account for it.

Also, traditionally, on the 757 our FOD on the paperwork is almost always 2000 pounds more than we land with.
If it says you should land with 12, you'll land with 10.
If it says you land with 10, you'll land with 8.0.

However, if you ask the dispatcher for a Fuel Time Flight Plan - The fuel number will be dead on to the droplet for the whole flight.
No if's ands or buts.

Why isn't every flight plan a Fuel Time Flight Plan - because it's 2-3 more key strokes - no kidding.
With so few dispatchers, and so many flights, they feel it's not worth it on the flights that they know will get there with enough gas.

TXL,BCN,ARN are always Fuel Time Flight Plans to make them work - and then we get an altitude 2-3000 feet off of the filed/planned/and optimized best case scenario.

In the summer when the weather is VFR-ish, and the head winds are light, you're chances of getting to EWR are still ok.

In the winter, when you need a viable alternate, and there is a strong headwind, you're probably stopping in Gander or Goose for gas.