|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : phl|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||common carrier : air carrier|
|Make Model Name||Large Transport, Low Wing, 3 Turbojet Eng|
|Flight Phase||ground : preflight|
|Route In Use||enroute : atlantic|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time total : 20000|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Anomaly||non adherence : far|
other anomaly other
|Independent Detector||other flight crewa|
|Primary Problem||ATC Human Performance|
|Air Traffic Incident||Pilot Deviation|
Just prior to takeoff ATC reclred flight phl direct sju by a coastal route. The crew proceeded to check the new routing on the maps and inserted the first 5 waypoints in the ONS (sav was #5). Sju was inserted as #9. Concerned about fuel requirements we obtained a distance from phl to sju using the ONS. By doing this however this distance was through only 5 waypoints and therefore didn't include the additional distance incurred by going further south and then east. The obtained distance was almost identical to that of our original flight plan. Shortly after takeoff we attempted to contact dispatch directly but could not do so. Finally we went through commercial radio and advised dispatch of our new routing and requested a fuel burn and time segment flight plan. We were advised they would send us this information. After not hearing from them we again tried repeatedly to contact them on various frequencys. We knew that we did not have enough fuel to satisfy all requirements so we called sav operations and asked them to contact dispatch and inform them of our fuel problem. Very shortly dispatch came back and concurred with our fuel estimate and advised that we should land at mco which we proceeded to do. We refueled and continued on to sju. The crew made the mistake of accepting a rerouting with insufficient fuel to arrive at its destination and satisfying all fuel requirements. Although their intentions were proper and safety of flight was not compromised an air intervention was caused by carelessness. The crew did realize that it had made a mistake after becoming airborne and took action. The engineer was new to the caribbean operation. The captain had a minor head cold.
Original NASA ASRS Text
Title: ACR LGT ACCEPTED ATC REROUTE PRIOR TO TKOF AND AFTER ENROUTE FOUND OUT ADDED DISTANCE REQUIRED ADDITIONAL FUEL RESULTING IN UNSCHEDULED FUEL STOP.
Narrative: JUST PRIOR TO TKOF ATC RECLRED FLT PHL DIRECT SJU BY A COASTAL ROUTE. THE CREW PROCEEDED TO CHK THE NEW ROUTING ON THE MAPS AND INSERTED THE FIRST 5 WAYPOINTS IN THE ONS (SAV WAS #5). SJU WAS INSERTED AS #9. CONCERNED ABOUT FUEL REQUIREMENTS WE OBTAINED A DISTANCE FROM PHL TO SJU USING THE ONS. BY DOING THIS HOWEVER THIS DISTANCE WAS THROUGH ONLY 5 WAYPOINTS AND THEREFORE DIDN'T INCLUDE THE ADDITIONAL DISTANCE INCURRED BY GOING FURTHER S AND THEN E. THE OBTAINED DISTANCE WAS ALMOST IDENTICAL TO THAT OF OUR ORIGINAL FLT PLAN. SHORTLY AFTER TKOF WE ATTEMPTED TO CONTACT DISPATCH DIRECTLY BUT COULD NOT DO SO. FINALLY WE WENT THROUGH COMMERCIAL RADIO AND ADVISED DISPATCH OF OUR NEW ROUTING AND REQUESTED A FUEL BURN AND TIME SEGMENT FLT PLAN. WE WERE ADVISED THEY WOULD SEND US THIS INFO. AFTER NOT HEARING FROM THEM WE AGAIN TRIED REPEATEDLY TO CONTACT THEM ON VARIOUS FREQS. WE KNEW THAT WE DID NOT HAVE ENOUGH FUEL TO SATISFY ALL REQUIREMENTS SO WE CALLED SAV OPS AND ASKED THEM TO CONTACT DISPATCH AND INFORM THEM OF OUR FUEL PROB. VERY SHORTLY DISPATCH CAME BACK AND CONCURRED WITH OUR FUEL ESTIMATE AND ADVISED THAT WE SHOULD LAND AT MCO WHICH WE PROCEEDED TO DO. WE REFUELED AND CONTINUED ON TO SJU. THE CREW MADE THE MISTAKE OF ACCEPTING A REROUTING WITH INSUFFICIENT FUEL TO ARRIVE AT ITS DEST AND SATISFYING ALL FUEL REQUIREMENTS. ALTHOUGH THEIR INTENTIONS WERE PROPER AND SAFETY OF FLT WAS NOT COMPROMISED AN AIR INTERVENTION WAS CAUSED BY CARELESSNESS. THE CREW DID REALIZE THAT IT HAD MADE A MISTAKE AFTER BECOMING AIRBORNE AND TOOK ACTION. THE ENGINEER WAS NEW TO THE CARIBBEAN OPERATION. THE CAPT HAD A MINOR HEAD COLD.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.