Narrative:

ZZZ-nrt. Redispatch point anc. Takeoff weight was within 400 pounds of maximum structural 625500 pounds. Flight plan showed 27000 pounds target gate arrival fuel. Shutdown fuel was 19700 pounds. Block fuel 268400 pounds. Planned burn 238418 pounds plus taxi fuel 2313 pounds. Actual burn 249000 pounds. 6 hours into the flight, our burn was already 5000 pounds over flight plan. Approaching redispatch point and before entering russian airspace, we contacted dispatcher as to our fuel overburn. Dispatcher recommended we continue and advised us that chitose (northern japan) WX was good and that it would be a good fuel stop if needed. After crossing the pacific and over chitose, we were advised that one chitose runway was closed for snow plowing. Had we been aware of the true deteriorated conditions in chitose, we would have stopped for fuel prior to crossing the pacific. On arrival nrt, WX was clear with minimal traffic, yet we were given holding. We were vectored out of holding before completing 1 circuit. However, the ensuing vectors final and airspeed reduction equaled 2 or 3 turns in holding. The overburn on flight ab has been well documented. Before departure, the dispatcher alluded to that fact when he said that we should have no problem if we arrived with only 20000 pounds. The ZZZ-nrt operation calls into question pratt and boeing's fuel burn projections and realistic flight planning.

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Original NASA ASRS Text

Title: MD11 CAPT INDICATES THE ACFT IN EXTENDED RANGE FLTS TO RJAA HAVE A FUEL OVER CONSUMPTION PROB.

Narrative: ZZZ-NRT. REDISPATCH POINT ANC. TKOF WT WAS WITHIN 400 LBS OF MAX STRUCTURAL 625500 LBS. FLT PLAN SHOWED 27000 LBS TARGET GATE ARR FUEL. SHUTDOWN FUEL WAS 19700 LBS. BLOCK FUEL 268400 LBS. PLANNED BURN 238418 LBS PLUS TAXI FUEL 2313 LBS. ACTUAL BURN 249000 LBS. 6 HRS INTO THE FLT, OUR BURN WAS ALREADY 5000 LBS OVER FLT PLAN. APCHING REDISPATCH POINT AND BEFORE ENTERING RUSSIAN AIRSPACE, WE CONTACTED DISPATCHER AS TO OUR FUEL OVERBURN. DISPATCHER RECOMMENDED WE CONTINUE AND ADVISED US THAT CHITOSE (NORTHERN JAPAN) WX WAS GOOD AND THAT IT WOULD BE A GOOD FUEL STOP IF NEEDED. AFTER XING THE PACIFIC AND OVER CHITOSE, WE WERE ADVISED THAT ONE CHITOSE RWY WAS CLOSED FOR SNOW PLOWING. HAD WE BEEN AWARE OF THE TRUE DETERIORATED CONDITIONS IN CHITOSE, WE WOULD HAVE STOPPED FOR FUEL PRIOR TO XING THE PACIFIC. ON ARR NRT, WX WAS CLR WITH MINIMAL TFC, YET WE WERE GIVEN HOLDING. WE WERE VECTORED OUT OF HOLDING BEFORE COMPLETING 1 CIRCUIT. HOWEVER, THE ENSUING VECTORS FINAL AND AIRSPD REDUCTION EQUALED 2 OR 3 TURNS IN HOLDING. THE OVERBURN ON FLT AB HAS BEEN WELL DOCUMENTED. BEFORE DEP, THE DISPATCHER ALLUDED TO THAT FACT WHEN HE SAID THAT WE SHOULD HAVE NO PROB IF WE ARRIVED WITH ONLY 20000 LBS. THE ZZZ-NRT OP CALLS INTO QUESTION PRATT AND BOEING'S FUEL BURN PROJECTIONS AND REALISTIC FLT PLANNING.

Data retrieved from NASA's ASRS site as of July 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.