Michael Moe

Help planning QFA73 YSSY-KSFO 744ER

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Hi,

I am having a hard time here planning with PFPX this route with Quantas 747-400ER VH-OEI

I have download latest profiles for PMDG747-400 to PFPX and choosen the 747-400ER aircraftdata .

But cant seem to get it right. I am always limited .

Right now on Flightaware the route is 

DCT DIPSO G595 GUTIV DCT 3039S15849E 2846S16300E 2830S16335E 2405S17254E 2123S17658E 1508S17559W/M084F330 1340S17449W 0748S17018W 0500S16823W 0007S16504W/M084F350 0733N15947W 1507N15417W/M084F370 1831N15103W 2142N14732W 2727N13939W 3237N13203W/M084F390 DCT CREAN/N0480F390 R465 CINNY DCT PIRAT DCT OSI

 

What am i doing wrong here ? and what about etops ?

 

http://www.gcmap.com/mapui?P=yssy-ksfo&MS=wls&DU=mi&E=180

 

 

BTW : Fuel Density is the same in  EKCH as YSSY (0.803) is this modelled in V4 ?

MAX fuel is 182739 kgs

Thanks

Michael Moe

 

 

 

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In what way are you limited? It's entirely possible that on a sector of this length you will be TOW or LAW limited.

1 hour ago, Michael Moe said:

what about etops ?

For practical purposes, not applicable to quads. More of an issue is the decompression/engine out scenario (i.e. you have to be able to reach a suitable diversion field from the most critical point in the event of an engine failure and/or decompression... decompression is usually the more limiting scenario as you will have to fly at FL100 and this may require extra fuel to be loaded). Cargo fire suppression capability is the main constraint on the distance you can fly from a suitable alternate.

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It might help if you copy paste here your OFP fuel section.

What profiles did you download?

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Have you tried to do a redispatch scenario?

That was the my way I could get it to work while still having an airplane that was more than half full.

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50 minutes ago, ahsmatt7 said:

Have you tried to do a redispatch scenario?

That was the my way I could get it to work while still having an airplane that was more than half full.

Thanks but what do you mean?  Let PFPX choose  the route? 

Not so realistic. I get a fuel limited by mtw. Tried with zero passenger and still Exeed MTOW. 

Thanks Michael Moe 

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1 hour ago, skelsey said:

For practical purposes, not applicable to quads. More of an issue is the decompression/engine out scenario (i.e. you have to be able to reach a suitable diversion field from the most critical point in the event of an engine failure and/or decompression... decompression is usually the more limiting scenario as you will have to fly at FL100 and this may require extra fuel to be loaded). Cargo fire suppression capability is the main constraint on the distance you can fly from a suitable alternate.

ETOPS does cover more than twin engines since 2016. Its name now means ExTended OPerationS

The new FAA regulations states "All passenger-carrying airplanes with more than two engines and more than  180 minutes flying time from an adequate  airport (at a one-engine-inoperative cruise speed under standard conditions in still air)."

Basically it does not change much in real world, but it is wrong to assume quadjets are exempted from ETOPS regulations.

9 minutes ago, Michael Moe said:

Thanks but what do you mean?  Let PFPX choose  the route? 

Not so realistic. I get a fuel limited by mtw. Tried with zero passenger and still Exeed MTOW. 

Thanks Michael Moe 

Have you checked the weights are correct iin the PFPX profile ? It can't be that your MTOW is exceeded with 0 payload and full fuel.

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1 minute ago, TopGun33 said:

ETOPS does cover more than twin engines since 2016. Its name now means ExTended OPerationS

The new FAA regulations states "All passenger-carrying airplanes with more than two engines and more than  180 minutes flying time from an adequate  airport (at a one-engine-inoperative cruise speed under standard conditions in still air)."

Basically it does not change much in real world, but it is wrong to assume quadjets are exempted from ETOPS regulations.

Have you checked the weights are correct iin the PFPX profile ? It can't be that your MTOW is exceeded with 0 payload and full fuel.

Thanks 

 

But should i even do ETOPS on this route ? i guess so ?  

 

DCT DIPSO G595 GUTIV DCT 3039S15849E 2846S16300E 2830S16335E 2405S17254E 2123S17658E 1508S17559W/M084F330 1340S17449W 0748S17018W 0500S16823W 0007S16504W/M084F350 0733N15947W 1507N15417W/M084F370 1831N15103W 2142N14732W 2727N13939W 3237N13203W/M084F390 DCT CREAN/N0480F390 R465 CINNY DCT PIRAT DCT OSI

 

As long as i dont fill out the ETOPS section it is okay in PFPX (180 minutes) but i guess not quite realistic. 

 

I meen the circle mapper shows problems above 60 minutes on this route (maybe i dont need a 180 minute solution for ETOPS but more like a 138minutes)

Thanks

Michael Moe

 

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3 hours ago, Michael Moe said:

Hi,

I am having a hard time here planning with PFPX this route with Quantas 747-400ER VH-OEI

I have download latest profiles for PMDG747-400 to PFPX and choosen the 747-400ER aircraftdata .

But cant seem to get it right. I am always limited .

Right now on Flightaware the route is 

DCT DIPSO G595 GUTIV DCT 3039S15849E 2846S16300E 2830S16335E 2405S17254E 2123S17658E 1508S17559W/M084F330 1340S17449W 0748S17018W 0500S16823W 0007S16504W/M084F350 0733N15947W 1507N15417W/M084F370 1831N15103W 2142N14732W 2727N13939W 3237N13203W/M084F390 DCT CREAN/N0480F390 R465 CINNY DCT PIRAT DCT OSI

 

What am i doing wrong here ? and what about etops ?

 

http://www.gcmap.com/mapui?P=yssy-ksfo&MS=wls&DU=mi&E=180

 

 

BTW : Fuel Density is the same in  EKCH as YSSY (0.803) is this modelled in V4 ?

MAX fuel is 182739 kgs

Thanks

Michael Moe

 

 

 

 

 

Michael,

Did you get your -400ER PFPX profile from 

airlinerperformance.net/installation/ ? 

If so, it is coded incorrectly. On the longer routes it will always exceed the maximum fuel capacity of the aircraft.

Best thing you can do is use the default -400ER PFPX profile (IIRC believe it ships with one). Or take the -400 and increase the MTOW/MLW/MAX fuel capacity to match the -400ER numbers.

Qantas operate this sector under EDTO 180 (CASA's ETOPS 180 equivalent). 

TRIP fuel for this sector will be ~145t eastbound and ~154t westbound (averages), depending on the day. Fuel at destination 10-12t. 

More on Qantas B744 EDTO ops (see Rudy's ( VH-OJT) posts)
 


Ive done this sector a dozen times. Enjoy!
 

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2 minutes ago, Michael Moe said:

Thanks 

 

But should i even do ETOPS on this route ? i guess so ?  

 

DCT DIPSO G595 GUTIV DCT 3039S15849E 2846S16300E 2830S16335E 2405S17254E 2123S17658E 1508S17559W/M084F330 1340S17449W 0748S17018W 0500S16823W 0007S16504W/M084F350 0733N15947W 1507N15417W/M084F370 1831N15103W 2142N14732W 2727N13939W 3237N13203W/M084F390 DCT CREAN/N0480F390 R465 CINNY DCT PIRAT DCT OSI

 

As long as i dont fill out the ETOPS section it is okay in PFPX (180 minutes) but i guess not quite realistic. 

 

I meen the circle mapper shows problems above 60 minutes on this route (maybe i dont need a 180 minute solution for ETOPS but more like a 138minutes)

Thanks

Michael Moe

 

Again, I urge you to check your profile I think it is wrong.

Why not go 180 minutes ? If a T7 can do this, I am sure a 747 can too.

You might need the use of the "Redispatch" function. I know this trick was used a lot at Air France in the Boeing 747 classics times.
Basically, you take off with a dispatch for an airport that is enroute, because dispatching to the real destination does not work since ou are out of the numbers upon take-off.

As fuel goes and you optimize your vertical path and fuel consumption, the pilots and navigator would recalculate figures and could then "legally" proceed to destination. I am not a real world flight dispatcher so I don't remember right now the exact trick but here is the principle.

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8 minutes ago, calzonister said:

 

 

Michael,

Did you get your -400ER PFPX profile from 

airlinerperformance.net/installation/ ? 

If so, it is coded incorrectly. On the longer routes it will always exceed the maximum fuel capacity of the aircraft.

Best thing you can do is use the default -400ER PFPX profile (IIRC believe it ships with one). Or take the -400 and increase the MTOW/MLW/MAX fuel capacity to match the -400ER numbers.

Qantas operate this sector under EDTO 180 (CASA's ETOPS 180 equivalent). 

TRIP fuel for this sector will be ~145t eastbound and ~154t westbound (averages), depending on the day. Fuel at destination 10-12t. 

More on Qantas B744 EDTO ops (see Rudy's ( VH-OJT) posts)
 


Ive done this sector a dozen times. Enjoy!
 

This is the performance table inside PFPX

7MziKyQ.png

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Michael, that is only part of the aircraft performance.  More importantly are the climb and cruise performance tables that provided fuel burn per weight, altitude and temperature deviation.  The tables that shipped with PFPX are somewhat adequate for the -400 but do not include the -400ER that QFA often flies on this route.  Better tables are available from the PFPX forum in their Download section.

You really should look at the redispatch feature in PFPX.  This route almost requires redispatch planning.  First try the automatic redispatch selection (just push the button) and then modify to suit your taste.  I usually accept the fix but change the airport, which in this case will be either PHTO or PHNL depending on my mood.

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2 hours ago, TopGun33 said:

ETOPS does cover more than twin engines since 2016. Its name now means ExTended OPerationS

The new FAA regulations states "All passenger-carrying airplanes with more than two engines and more than  180 minutes flying time from an adequate  airport (at a one-engine-inoperative cruise speed under standard conditions in still air)."

Basically it does not change much in real world, but it is wrong to assume quadjets are exempted from ETOPS regulations.

Yes indeed, which is why I was careful to say "for practical purposes" :wink:. The big difference, as you will know, is that unlike a twin where ETOPS becomes a factor when you go beyond 60 minutes from an adequate airport, ETOPS for a quad only starts to come in to play beyond 180 minutes (as the FAA regulation says). This is quite unlike, say, an ETOPS 180 certified twin where ETOPS comes in to play beyond 60 minutes and the maximum distance you can go from a diversion airfield is 180 minutes: in a quad you don't even enter the ETOPS portion of the flight until you go beyond 180 minutes, and then in practical terms the only things that limit how much further you can go are, as I said, cargo fire suppression, passenger oxygen availability (for certain routes) and fuel requirements for the decompression scenario. This is, indeed, one of the last remaining benefits of quads (particularly in the part of the world where Qantas operate): you can operate sectors well beyond ETOPS 180 if required (although with longer and longer ETOPS certifications on the way -- are we up to 330 minutes yet? -- that is starting to diminish).

That is not to say, as I mentioned in that other thread I think, that good enroute diversion planning is not a requirement for these sort of sectors over remote areas: it most certainly is necessary. However, a very large number, if not the vast majority, of quad sectors will never enter an actual ETOPS (as applicable to quads) segment.

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6 minutes ago, skelsey said:

good enroute diversion planning is not a requirement for these sort of sectors over remote areas: it most certainly is necessary. 

Thus I have wondered what their planning for the YSSY-FAOR route might be.  There's absolutely nothing in the So Indian Ocean.

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11 minutes ago, skelsey said:

Yes indeed, which is why I was careful to say "for practical purposes" :wink:. The big difference, as you will know, is that unlike a twin where ETOPS becomes a factor when you go beyond 60 minutes from an adequate airport, ETOPS for a quad only starts to come in to play beyond 180 minutes (as the FAA regulation says). This is quite unlike, say, an ETOPS 180 certified twin where ETOPS comes in to play beyond 60 minutes and the maximum distance you can go from a diversion airfield is 180 minutes: in a quad you don't even enter the ETOPS portion of the flight until you go beyond 180 minutes, and then in practical terms the only things that limit how much further you can go are, as I said, cargo fire suppression, passenger oxygen availability (for certain routes) and fuel requirements for the decompression scenario. This is, indeed, one of the last remaining benefits of quads (particularly in the part of the world where Qantas operate): you can operate sectors well beyond ETOPS 180 if required (although with longer and longer ETOPS certifications on the way -- are we up to 330 minutes yet? -- that is starting to diminish).

That is not to say, as I mentioned in that other thread I think, that good enroute diversion planning is not a requirement for these sort of sectors over remote areas: it most certainly is necessary. However, a very large number, if not the vast majority, of quad sectors will never enter an actual ETOPS (as applicable to quads) segment.

Air NZ operate the 777 and 787 on some ETOPS-300 routes to south america. I believe you can get the 777, 787 and A350 certified up to 330 but no one sees a need for it yet. (As far as I know)

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6 minutes ago, downscc said:

Thus I have wondered what their planning for the YSSY-FAOR route might be.  There's absolutely nothing in the So Indian Ocean.

Not to detour this thread, but I flew this route w the QOT II and was wondering the same thing.  What happens if there is a decompression in mid-route?  Or even an engine failure? 

Mike

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3 hours ago, Michael Moe said:

Thanks but what do you mean?  Let PFPX choose  the route? 

Not so realistic. I get a fuel limited by mtw. Tried with zero passenger and still Exeed MTOW. 

Thanks Michael Moe 

NO, redispatching is different than just letting pfpx come up with it's own route. Read below...

Redispatching means that you are not released to the intended destination but to a fix before your intended destination. When you arrive at the redispatch fix, you look on yoir release and if you have enough fuel, you continue on to your destination. If you dont, then you divert and refuel in order to go to your intended destination. It allows you to not take much less reserve fuel.

The 10% time reserve fuel rule requires you to carry a ton of gas on these type of routes. With redispatching, you only carry 10% fuel of the time portion after the redispatch fix to the intended destination instead of 10% of the flight time of the entire route.

This enables you to use the extra weight for passengers/cargo and/or carry more holding  fuel or contingency fuel.

 

I Did a flight from Johannesburg to London last week and I couldn't get below the max runway takeoff weight without having a plane less than half full. I used the redispatch rules and was able to have an airplane 80% full while still staying under max runway takeoff weight. I saved around 25000 lbs by shedding off all the required reserve fuel by redispatching.

 

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22 minutes ago, Mike777 said:

Not to detour this thread, but I flew this route w the QOT II and was wondering the same thing.  What happens if there is a decompression in mid-route?  Or even an engine failure? 

Mike

You have to have enough fuel on board to reach a suitable diversion airfield in the event of a decompression and/or engine failure (usually the most limiting scenario would be an engine-out decompression).

That diversion airfield may well be a very long way away: frankly the nearest suitable diversion for a B747 for most of that route is likely to be Perth, or perhaps Antananarivo or Mauritius as you get towards the destination end.

This may well require quite a significant amount of extra fuel with corresponding payload restrictions.

B747-capable diversion airfields are few and far between in Oz as it is: there is quite literally nothing in Western Australia apart from Perth, with the result that you would normally take "Island Reserve" fuel (equivalent to 2 hours flying time) and not actually nominate an alternate if you were inbound Perth (I think from memory there is an RAAF base relatively (in Australian terms!) nearby that could take a B747 in a push but I'm not sure).

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32 minutes ago, skelsey said:

You have to have enough fuel on board to reach a suitable diversion airfield in the event of a decompression and/or engine failure (usually the most limiting scenario would be an engine-out decompression).

That diversion airfield may well be a very long way away: frankly the nearest suitable diversion for a B747 for most of that route is likely to be Perth, or perhaps Antananarivo or Mauritius as you get towards the destination end.

Thanks for your response!

Looks like the RW flight passes near the Kerguellen Islands, which apparently have no airport at all.

http://flightaware.com/live/flight/QFA63/history/20170609/0050Z/YSSY/FAOR

From there to Mauritius or Reunion is about 1800 miles (forget about Perth from there, and the eastern coast of southern Africa is much further as well).  Is it really possible to carry enough extra fuel to fly that far with three engines at 10,000 or even 15,000 feet?  I don't know what the TAS would be but surely not much over 320, or @ 6 hours with an increased fuel burn.

Mike

 

PS: When I flew this route I had all failures unchecked!

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51 minutes ago, Mike777 said:

Is it really possible to carry enough extra fuel to fly that far with three engines at 10,000 or even 15,000 feet?  I don't know what the TAS would be but surely not much over 320, or @ 6 hours with an increased fuel burn.

I just ran a very quick PFPX plan using a 2 engine out decompression scenario and YPPH and FALE as alternates and it's quite comfortable fuel-wise: about an extra 7.5 tonnes is necessary to cover the decompression scenario (for a total block of about 169 tonnes).

There are payload restrictions as you might imagine, but even so it's still possible to lift about 30-35 tonnes payload.

It would be a very long slog in the event of a decompression and/or engine failure at the most critical point, though, as you say!

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So back on topic, I have just tried planning the flight. I think your profile might be wrong, because my PFPX came out with 150 tons of fuel sharp, 35.6 tons of payload and still a very big underload. The flight will last a bit more than 13 hrs. I am climbing and the FMC with weather data confirms every bit of PFPX planning.

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13 minutes ago, skelsey said:

 

1 hour ago, Mike777 said:

Is it really possible to carry enough extra fuel to fly that far with three engines at 10,000 or even 15,000 feet?  I don't know what the TAS would be but surely not much over 320, or @ 6 hours with an increased fuel burn.

I just ran a very quick PFPX plan using a 2 engine out decompression scenario and YPPH and FALE as alternates and it's quite comfortable fuel-wise: about an extra 7.5 tonnes is necessary to cover the decompression scenario (for a total block of about 169 tonnes).

 

Interesting, as Reunion and Mauritius are @ 200 miles closer than Durban from the vicinity of the Kerguellen Islands.  Looks like I saved a QOT flight on that route about 6 hours out from FAOR, so I will give it a look later.

Now I will stop distracting people from the main topic of this thread!

Mike

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8 hours ago, TopGun33 said:

So back on topic, I have just tried planning the flight. I think your profile might be wrong, because my PFPX came out with 150 tons of fuel sharp, 35.6 tons of payload and still a very big underload. The flight will last a bit more than 13 hrs. I am climbing and the FMC with weather data confirms every bit of PFPX planning.

Yeah Thanks but try put an ETOPS airfield in the mix or is it not required? 

I think 138 almost cover it

Thanks Michael Moe 

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Just now, Michael Moe said:

Yeah Thanks but try put an ETOPS airfield in the mix or is it not required? 

I think 138 almost cover it

Thanks Michael Moe 

No ETOPS required. Under 145 tons seems a bit low, IIRC it is best practice in the -400 to land with at least 15 tons in the tanks.

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A ZFW of about 220 tons should be doable.

Also Qantas uses a different, well lets call it profile, for their fuel planning. Not the standard ICAO one in PFPX. You can get it from the PFPX forum at Aerosoft. It is called something like QFA_DPA. You have to enter some fuel weights manually (read the manual that comes with it!) but you are not as limited load wise as you are now.

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Flightplan for todays flight to SFO currently enroute. ZFW is even 252 tons.

 

 

********************************************************************************
                    F O R   I N F O R M A T I O N   O N L Y
********************************************************************************
QANTAS FLIGHTPLAN - IFR  QFA73  VH-OEI  YSSY-KSFO 
--------------------------------------------------------------------------------
ALL WEIGHTS IN KILOGRAMS (KG)                                    STD 10JUN/0300Z
--------------------------------------------------------------------------------
OFP 1 - PREPARED 10JUN/1447Z BY DISPATCH 

QF73/QFA73          VH-OEI/B747-400  SEL/MQJS             ROUTE:    YSSYKSFO-MAN

DEP: YSSY/SYD 16R   ELEV 21    FT   COST INDEX: 100       TTL G/C DIST:  6460 NM
ARR: KSFO/SFO 28R   ELEV 13    FT   INIT ALT:   FL310     TTL F/P DIST:  6655 NM
                                    FUEL BIAS:  100.0%    TTL AIR DIST:  6261 NM
                                                          AVG WIND CMP: TL031 KT
ALT: KOAK/OAK 30    ELEV     9 FT   20 NM
--------------------------------------------------------------------------------
CONFIG      DOW  PAX   CARGO   TOTAL   ULOAD LIM             ZFW     TOW     LDW
STANDARD 184567  351   26875   61624    5553 ZFW     MAX  251744  412770  295743
                                                     PLN  246191  403301  261685
                                                     ACT  ......  ......  ......
               FUEL    CORR    ENDUR
FLIGHT       143617  ........  12:45 
DIVRSN TO KO   3593  ........  00:08
F.F.R.         4063  ........  00:30
V.F.R.         2000  ........  00:12
APPROACH       2000  ........
ETOPS ADD      1837  ........
MIN T/O      157110  ........  13:34       .....................................
PLANNED ADDI ......  ........  .....       CAPTAINS SIGNATURE  (....)
TAXI           1215  ........  00:27       
PLANNED FUEL 158325  ........  14:01       I ACCEPT THIS OFP AND I AM FAMILIAR
ARR FUEL      13043  ........  00:39       WITH THE PLANNED ROUTE AND AERODROMES

FUEL TANK CAP 192191 KG / MAX EXTRA FUEL 9469 KG LIM BY TOW
FLIGHT CORR FOR 10000 KG TOW INCR: +1737 KG / 10000 KG TOW DECR: -5601 KG
2000 FT LOWER:  -932 KG / EET 12:50  CLB: 250/340/.84  DES: .84/290/250

--------------------------------------------------------------------------------
YSSY  STD 03:00Z/13:00L  ETD 03:13Z  ACT OFBL ....  EST T/O 03:40Z  ACT T/O ....
KSFO  STA 16:30Z/09:30L  ETA 16:35Z  ACT ONBL ....  EST LDG 16:25Z  ACT LDG ....
      SKD 13:30          PLN 13:22   TTL BLCK ....  EST FLT 12:45   TTL FLT ....
--------------------------------------------------------------------------------


************************** EROPS CRITICAL FUEL SUMMARY **************************

NON-ICING CONDITIONS - INCLUDING FUEL FOR ONE MISSED APPROACH


ETOPS ALTNS WX/NOTAM SUITABILITY PERIOD
YSSY   (05:54-06:18)
NZAA   (05:54-07:07)
NFFN   (06:50-13:39)
PHNL   (12:40-16:47)
KSFO   (15:54-16:47)

--------------------------------------------------------------------------------

ONE ENG OUT ETP 1 FOR YSSY/NZAA                   S30 35.1 E162 56.0   EET 01:16
1EO .84/290 DESC TO FL265 CRUISE AT 1EO LRC       4 NM BEFORE 31S163E
PLN FUEL OVER ETP 136279     ETP FUEL REQ 24991    DIV TIME 01:25
ETP TO YSSY (S33 56.7 E151 10.6)   DIST  625 NM   WC HD035   TT 248
ETP TO NZAA (S37 00.4 E174 47.5)   DIST  709 NM   WC TL023   TT 126
*** FUEL DUMP REQUIRED ***

ONE ENG OUT DECOMP ETP 1 FOR YSSY/NZAA            S30 19.8 E163 56.6   EET 01:21
1EO EMER DESC TO FL100 CRUISE AT 1EO LRC          311 NM BEFORE 29S170E
PLN FUEL OVER ETP 135082     ETP FUEL REQ 26533    DIV TIME 01:44
ETP TO YSSY (S33 56.7 E151 10.6)   DIST  683 NM   WC TL003   TT 248
ETP TO NZAA (S37 00.4 E174 47.5)   DIST  675 NM   WC HD003   TT 129
*** FUEL DUMP REQUIRED ***

ALL ENG DECOMP ETP 1 FOR YSSY/NZAA                S30 19.8 E163 56.6   EET 01:21
EMER DESC TO FL100 CRUISE AT LRC                  311 NM BEFORE 29S170E
PLN FUEL OVER ETP 135082     ETP FUEL REQ 25997    DIV TIME 01:39
ETP TO YSSY (S33 56.7 E151 10.6)   DIST  683 NM   WC TL003   TT 248
ETP TO NZAA (S37 00.4 E174 47.5)   DIST  675 NM   WC HD003   TT 129
*** FUEL DUMP REQUIRED ***

ONE ENG OUT ETP 2 FOR NZAA/NFFN                   S27 46.4 E174 57.3   EET 02:22
1EO .84/290 DESC TO FL276 CRUISE AT 1EO LRC       48 NM BEFORE 28S176E
PLN FUEL OVER ETP 122347     ETP FUEL REQ 22495    DIV TIME 01:15
ETP TO NZAA (S37 00.4 E174 47.5)   DIST  554 NM   WC HD028   TT 181
ETP TO NFFN (S17 45.3 E177 26.6)   DIST  619 NM   WC TL012   TT 013
*** FUEL DUMP REQUIRED ***

ONE ENG OUT DECOMP ETP 2 FOR NZAA/NFFN            S27 41.3 E175 15.6   EET 02:23
1EO EMER DESC TO FL100 CRUISE AT 1EO LRC          31 NM BEFORE 28S176E
PLN FUEL OVER ETP 121982     ETP FUEL REQ 23401    DIV TIME 01:31
ETP TO NZAA (S37 00.4 E174 47.5)   DIST  562 NM   WC HD016   TT 182
ETP TO NFFN (S17 45.3 E177 26.6)   DIST  607 NM   WC TL006   TT 012
*** FUEL DUMP REQUIRED ***

ALL ENG DECOMP ETP 2 FOR NZAA/NFFN                S27 38.3 E175 26.3   EET 02:24
EMER DESC TO FL100 CRUISE AT LRC                  21 NM BEFORE 28S176E
PLN FUEL OVER ETP 121768     ETP FUEL REQ 23087    DIV TIME 01:26
ETP TO NZAA (S37 00.4 E174 47.5)   DIST  562 NM   WC HD016   TT 183
ETP TO NFFN (S17 45.3 E177 26.6)   DIST  607 NM   WC TL006   TT 011
*** FUEL DUMP REQUIRED ***

ONE ENG OUT ETP 3 FOR NFFN/PHNL                   S05 58.7 W158 26.5   EET 06:06
1EO .84/290 DESC TO FL310 CRUISE AT 1EO LRC       70 NM BEFORE 05S158W
PLN FUEL OVER ETP 78174     ETP FUEL REQ 43083    DIV TIME 03:21
ETP TO NFFN (S17 45.3 E177 26.6)   DIST 1581 NM   WC HD014   TT 241
ETP TO PHNL (N21 19.0 W157 55.2)   DIST 1643 NM   WC TL004   TT 001

ONE ENG OUT DECOMP ETP 3 FOR NFFN/PHNL            S05 27.0 W158 05.7   EET 06:11
1EO EMER DESC TO FL100 CRUISE AT 1EO LRC          32 NM BEFORE 05S158W
PLN FUEL OVER ETP 77344     ETP FUEL REQ 49836    DIV TIME 04:15
ETP TO NFFN (S17 45.3 E177 26.6)   DIST 1620 NM   WC TL003   TT 241
ETP TO PHNL (N21 19.0 W157 55.2)   DIST 1605 NM   WC 0   TT 000

ALL ENG DECOMP ETP 3 FOR NFFN/PHNL                S05 27.0 W158 05.7   EET 06:11
EMER DESC TO FL100 CRUISE AT LRC                  32 NM BEFORE 05S158W
PLN FUEL OVER ETP 77344     ETP FUEL REQ 49292    DIV TIME 03:56
ETP TO NFFN (S17 45.3 E177 26.6)   DIST 1620 NM   WC TL003   TT 241
ETP TO PHNL (N21 19.0 W157 55.2)   DIST 1605 NM   WC 0   TT 000

ONE ENG OUT ETP 4 FOR PHNL/KSFO                   N21 44.5 W137 50.4   EET 10:11
1EO .84/290 DESC TO FL340 CRUISE AT 1EO LRC       194 NM BEFORE 24N136W
PLN FUEL OVER ETP 36017     ETP FUEL REQ 29560    DIV TIME 02:30
ETP TO PHNL (N21 19.0 W157 55.2)   DIST 1124 NM   WC HD027   TT 272
ETP TO KSFO (N37 37.1 W122 22.5)   DIST 1244 NM   WC TL024   TT 037

ONE ENG OUT DECOMP ETP 4 FOR PHNL/KSFO            N22 55.4 W137 00.0   EET 10:21
1EO EMER DESC TO FL100 CRUISE AT 1EO LRC          109 NM BEFORE 24N136W
PLN FUEL OVER ETP 34463     ETP FUEL REQ 34462    DIV TIME 03:13
ETP TO PHNL (N21 19.0 W157 55.2)   DIST 1167 NM   WC TL003   TT 269
ETP TO KSFO (N37 37.1 W122 22.5)   DIST 1164 NM   WC TL005   TT 037

ALL ENG DECOMP ETP 4 FOR PHNL/KSFO                N22 55.4 W137 00.0   EET 10:21
EMER DESC TO FL100 CRUISE AT LRC                  109 NM BEFORE 24N136W
PLN FUEL OVER ETP 34463     ETP FUEL REQ 34425    DIV TIME 02:58
ETP TO PHNL (N21 19.0 W157 55.2)   DIST 1167 NM   WC TL003   TT 269
ETP TO KSFO (N37 37.1 W122 22.5)   DIST 1164 NM   WC TL005   TT 037

********************************************************************************

ATC ROUTE: N0498F310 DEENA7 DEENA DCT NOBAR DCT 3342S15202E 3203S15733E
           3034S16300E 3025S16329E 2906S16944E 2732S17549E 2510S17901W
           2233S17414W 1935S16957W/N0505F330 1617S16608W 1231S16255W
           0826S16004W 0500S15748W 0002S15435W/N0502F350 0358N15135W
           0804N14839W 1208N14536W 1546N14205W 2003N13901W/N0495F370
           2426N13554W 3203N12921W DCT MAFIC A220 CINNY DCT PIRAT DCT OSI DCT


ALTERNATE PLANNING
--------------------------------------------------------------------------------
ALTN/RWY DIST ALT/FL MSA  COMP  TIME   FUEL   DIFF ROUTE
KOAK/30    20 3000   061 TL004 00:08   3593      - SFO DCT OAK


MOST CRITICAL MORA 6600 FT AT YSSY
--------------------------------------------------------------------------------
AWY      WAYPOINT   MT    ALT MSA FREQ    TAS  LEG  FUEL REM / USED   LEG   ACC
-FIR     NAME                 ISA WND/SPD  GS  REM  POSITION          ETO / ATO
--------------------------------------------------------------------------------
         YSSY/16R          21 066                      157.1 /   1.2            
-YMMM    KINGSFORD SMITH INTL                 6655  S3355.8 E15110.3 ...../.....

DEENA7   DUNES     166   *CLB 066                6     154.8 /   3.6   03  00.03
                              P03 094/010     6649  S3401.6 E15110.5 ...../.....

DEENA7   DEENA     152   *CLB 035                5     154.3 /   4.0   01  00.04
                              P03 087/009     6644  S3406.4 E15112.0 ...../.....

DCT      NOBAR     042   *CLB 066               33     152.1 /   6.3   05  00.09
                              P01 359/008     6611  S3347.1 E15144.4 ...../.....

-------------------------------- OCEANIC ENTRY ---------------------------------

[ ] LR NAV ACCUR CHECK     AT __:__Z    CAPT _______   STBY _______   FO _______   
[ ] RVSM ALTIMETER CHECK   AT __:__Z    CAPT _______   STBY _______   FO _______   
[ ] COMPASS HDG CHECK      AT __:__Z    CAPT _______   STBY _______   FO _______   
[ ] HF CHECK               AT __:__Z    SIGNATURE  (....) ______________________

--------------------------------------------------------------------------------

DCT      34S152E   058   *CLB 066               16     151.3 /   7.1   02  00.11
-YBBB    3342S15202E          P01 328/009     6596  S3342.0 E15202.0 ...../.....

         *TOC      059  FL310 037         498   73     148.4 /  10.0   09  00.20
                              P01 286/034 530 6523  S3318.9 E15324.9 ...../.....

DCT      32S158E   058  FL310 010         497  223     142.9 /  15.5   25  00.45
         3203S15733E          P01 273/049 541 6300  S3203.0 E15733.0 ...../.....

DCT      31S163E   060  FL310 010         501  294     136.2 /  22.1   31  01.16
-NZZO    3034S16300E          P06 270/088 582 6006  S3034.0 E16300.0 ...../.....

DCT      30S163E   056  FL310 010         501   27     135.6 /  22.7   03  01.19
         3025S16329E          P06 270/090 583 5980  S3025.0 E16329.0 ...../.....

         *ETP 1    063  FL310 010         501   24     135.1 /  23.2   02  01.21
          YSSY/NZAA           P06 269/092 583 5955  S3019.8 E16356.6 ...../.....

DCT      29S170E   063  FL310 016         502  311     128.5 /  29.8   31  01.52
         2906S16944E          P08 264/101 602 5644  S2906.0 E16944.0 ...../.....

         *ETP 2    060  FL310 010         502  304     122.0 /  36.3   31  02.23
          NZAA/NFFN           P10 265/075 602 5340  S2741.3 E17515.6 ...../.....

DCT      28S176E   057  FL310 010         504   31     121.3 /  37.0   04  02.27
         2732S17549E          P10 265/074 576 5309  S2732.0 E17549.0 ...../.....

DCT      25S179W   049  FL310 010         503  312     114.4 /  43.9   33  03.00
         2510S17901W          P09 252/049 551 4996  S2510.0 W17900.9 ...../.....

DCT      23S174W   045  FL310 024         505  306     107.8 /  50.5   33  03.33
         2233S17414W          P12 261/067 566 4690  S2233.0 W17414.0 ...../.....

DCT      20S170W   040  FL310 023         505  299     101.4 /  56.9   32  04.05
         1935S16957W          P12 247/049 551 4391  S1935.0 W16956.9 ...../.....

         *CLB      035  FL330 016         505  150      98.2 /  60.2   16  04.21
                              P12 243/040 543 4241  S1754.7 W16759.3 ...../.....

DCT      16S166W   035  FL330 010         503  145      94.9 /  63.4   17  04.38
         1617S16608W          P11 237/038 541 4096  S1617.0 W16607.9 ...../.....

DCT      13S163W   028  FL330 010         504  294      88.5 /  69.8   33  05.11
         1231S16255W          P12 210/022 527 3802  S1231.0 W16255.0 ...../.....

DCT      08S160W   024  FL330 014         505  298      82.0 /  76.3   34  05.45
         0826S16004W          P12 164/016 516 3505  S0826.0 W16004.0 ...../.....

         *ETP 3    023  FL330 010         505  214      77.3 /  81.0   26  06.11
          NFFN/PHNL           P13 130/013 516 3290  S0527.0 W15805.7 ...../.....

DCT      05S158W   023  FL330 010         504   33      76.6 /  81.7   04  06.15
-KZAK    0500S15748W          P12 149/007 508 3258  S0500.0 W15748.0 ...../.....

DCT      00N155W   023  FL330 010         503  356      69.0 /  89.4   42  06.57
         0002S15435W          P12 091/003 502 2902  S0002.0 W15434.9 ...../.....

         *CLB      028  FL350 010         502  120      66.4 /  91.9   14  07.11
                              P12 309/001 502 2782  N0133.9 W15323.1 ...../.....

DCT      04N152W   028  FL350 010         499  180      62.5 /  95.8   22  07.33
         0358N15135W          P10 266/008 504 2602  N0358.0 W15134.9 ...../.....

DCT      08N149W   026  FL350 010         498  302      56.3 / 102.0   36  08.09
         0804N14839W          P09 294/012 500 2299  N0804.0 W14838.9 ...../.....

DCT      12N146W   027  FL350 010         498  304      50.2 / 108.1   36  08.45
         1208N14536W          P10 260/009 505 1996  N1208.0 W14536.0 ...../.....

DCT      16N142W   033  FL350 027         497  300      44.3 / 114.0   36  09.21
         1546N14205W          P09 252/011 507 1696  N1546.0 W14204.9 ...../.....

DCT      20N139W   024  FL350 010         496  311      38.4 / 120.0   36  09.57
         2003N13901W          P08 259/024 508 1384  N2003.0 W13900.9 ...../.....

         *CLB      022  FL370 010         495   60      37.3 / 121.1   07  10.04
                              P08 259/024 512 1324  N2053.3 W13826.2 ...../.....

         *ETP 4    022  FL370 010         493  146      34.5 / 123.9   17  10.21
          PHNL/KSFO           P06 254/028 511 1178  N2255.4 W13700.0 ...../.....

DCT      24N136W   022  FL370 010         492  109      32.5 / 125.9   13  10.34
         2426N13554W          P05 258/025 510 1069  N2426.0 W13553.9 ...../.....

DCT      32N129W   024  FL370 010         491  574      22.2 / 136.1 0107  11.41
         3203N12921W          P05 239/034 523  495  N3203.0 W12921.0 ...../.....

DCT      MAFIC     030  FL370 010         489  308      17.1 / 141.3   35  12.16
-KZOA                         P05 248/064 547  187  N3544.4 W12503.5 ...../.....

         *TOD      015  FL370 010         490   30      16.6 / 141.8   04  12.20
                              P05 248/064 539  157  N3610.7 W12445.7 ...../.....

A220     CINNY     015   *DES 010                0      16.6 / 141.8   00  12.20
                              P06 251/070      157  N3610.9 W12445.6 ...../.....

DCT      PIRAT     040   *DES 061              112      16.1 / 142.2   15  12.35
                              P08 274/016       45  N3715.4 W12251.8 ...../.....

DCT      OSI       060   *DES 061 113.90        29      15.9 / 142.4   05  12.40
         WOODSIDE             P00 293/022       16  N3723.5 W12216.8 ...../.....

DCT      KSFO/28R  331     13 061               16      15.5 / 142.8   05  12.45
         SAN FRANCISCO INTL                         N3736.8 W12221.4 ...../.....


--------------------------------------------------------------------------------
            


WIND INFORMATION - OBS ASKY
--------------------------------------------------------------------------------
(CLIMB)             32S158E             31S163E             29S170E           
FL300  287/033 -44  FL350  275/065 -49  FL350  274/101 -47  FL350  268/113 -46
FL240  306/012 -31  FL330  275/059 -47  FL330  273/097 -44  FL330  266/109 -42
FL180  354/009 -19  FL310  273/049 -45  FL310  271/089 -40  FL310  264/101 -38
FL120  048/008  -6  FL290  272/040 -42  FL290  269/077 -37  FL290  262/089 -35
 6000  090/012  +6  FL270  273/030 -37  FL270  267/061 -34  FL270  261/072 -32

28S176E             25S179W             23S174W             20S170W           
FL350  270/082 -45  FL350  254/054 -47  FL350  261/074 -45  FL350  247/055 -44
FL330  269/079 -41  FL330  253/052 -43  FL330  261/072 -40  FL330  247/054 -39
FL310  266/074 -36  FL310  252/049 -38  FL310  261/068 -34  FL310  248/050 -34
FL290  264/067 -32  FL290  253/048 -32  FL290  262/064 -29  FL290  252/046 -29
FL270  264/056 -29  FL270  256/046 -28  FL270  263/061 -25  FL270  259/043 -24

16S166W             13S163W             08S160W             05S158W           
FL370  241/040 -49  FL370  220/021 -48  FL370  177/012 -48  FL370  202/006 -48
FL350  238/041 -44  FL350  215/023 -43  FL350  170/015 -43  FL350  174/006 -43
FL330  237/039 -39  FL330  211/022 -38  FL330  165/016 -38  FL330  150/007 -38
FL310  239/035 -34  FL310  208/020 -33  FL310  159/016 -33  FL310  135/010 -33
FL290  245/030 -29  FL290  209/015 -28  FL290  149/014 -28  FL290  125/011 -28

00N155W             04N152W             08N149W             12N146W           
FL370  264/003 -48  FL390  254/013 -54  FL390  283/017 -54  FL390  259/014 -54
FL350  356/001 -43  FL370  259/011 -49  FL370  288/015 -50  FL370  260/012 -49
FL330  092/004 -38  FL350  266/008 -44  FL350  295/013 -45  FL350  261/010 -45
FL310  109/009 -33  FL330  258/004 -39  FL330  300/009 -41  FL330  247/006 -40
FL290  108/012 -28  FL310  164/003 -34  FL310  307/002 -36  FL310  187/005 -35

16N142W             20N139W             24N136W             32N129W           
FL390  253/016 -54  FL390  261/029 -55  FL410  258/027 -56  FL410  238/038 -56
FL370  253/014 -50  FL370  261/027 -50  FL390  258/027 -56  FL390  238/038 -56
FL350  252/011 -45  FL350  260/025 -46  FL370  258/025 -52  FL370  239/035 -52
FL330  241/008 -40  FL330  258/022 -41  FL350  258/024 -47  FL350  240/032 -48
FL310  202/006 -35  FL310  254/018 -36  FL330  258/023 -42  FL330  241/030 -44

MAFIC               (DESCENT)         
FL410  247/065 -55  FL360  251/070 -49  
FL390  247/065 -55  FL290  256/067 -33  
FL370  248/064 -51  FL220  260/061 -16  
FL350  250/064 -47  14000  260/037  -4  
FL330  252/062 -43   7000  289/015  +6

--------------------------------------------------------------------------------
            


WEATHER INFORMATION
--------------------------------------------------------------------------------

ORIGIN: YSSY/SYD (KINGSFORD SMITH INTL, AUSTRALIA) UTC +10:00
YSSY 101400Z 20005KT 160V220 9999 -SHRA SCT032 BKN040 BKN055 15/14 Q1030 
INTER 1400/1700 5000 SHRA BKN010
YSSY 101105Z 1012/1118 19008KT 9999 -SHRA SCT020 BKN030
 FM110000 16010KT 9999 -SHRA SCT020 BKN035
 FM111000 32005KT 9999 FEW020 SCT035 INTER 1012/1110 4000 SHRA BKN010

DESTINATION: KSFO/SFO (SAN FRANCISCO INTL, UNITED STATES) UTC -07:00
KSFO 101356Z 30009KT 10SM FEW009 13/10 A2998 RMK AO2 SLP150 T01330100
KSFO 101126Z 1012/1118 27014KT P6SM FEW015
 FM102000 27015G22KT P6SM FEW020 SCT035
 FM110000 27020G26KT P6SM SCT025
 FM110300 28015KT P6SM BKN020
 FM110700 27012KT P6SM BKN015
 FM111200 27010KT P6SM OVC015

ALTERNATE: KOAK/OAK (METRO OAKLAND INTL, UNITED STATES) UTC -07:00
KOAK 101353Z 30011KT 10SM FEW010 FEW200 14/11 A2998 RMK AO2 SLP152 
T01440106
KOAK 101126Z 1012/1118 28011KT P6SM FEW017
 FM102300 27019G24KT P6SM FEW020
 FM110300 27016G22KT P6SM SCT020
 FM110600 26014KT P6SM BKN015
 FM110800 26010KT P6SM OVC015

ETOPS ALTERNATE: NZAA/AKL (AUCKLAND INTL, NEW ZEALAND) UTC +12:00
NZAA 101400Z AUTO 20009KT 9999 FEW044/// 13/10 Q1019 NOSIG
NZAA 101057Z 1012/1112 24015KT 9999 FEW030 BKN040
 BECMG 1012/1014 18012KT
 BECMG 1101/1103 24015KT
 BECMG 1109/1111 22005KT

ETOPS ALTERNATE: NFFN/NAN (NADI INTL, FIJI) UTC +12:00
NFFN 101400Z VRB02KT 9999 SCT030 25/23 Q1013 NOSIG
NFFN 101107Z 1012/1112 18005KT 9999 SCT020
 BECMG 1022/1024 29010KT
 BECMG 1104/1106 16006KT

ETOPS ALTERNATE: PHNL/HNL (INOUYE INTL, HAWAII) UTC -10:00
PHNL 101409Z 00000KT 5SM -RA BR SCT023 BKN031 OVC035 23/23 A3002 RMK AO2 
RAB1356 P0003 T02280228
PHNL 101406Z 1014/1118 04006KT 6SM -SHRA SCT025 BKN050
 TEMPO 1014/1018 3SM SHRA BR BKN025 OVC035
 FM102200 08010G16KT P6SM VCSH SCT025 BKN050
 FM110500 06007KT P6SM VCSH SCT025 BKN045


--------------------------------------------------------------------------------
END FLIGHTPLAN 00233  QFA73   VH-OEI   YSSY-KSFO   10JUN2017

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