|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||atc facility : czul.artcc|
|Altitude||msl single value : 38000|
|Controlling Facilities||artcc : czul.artcc|
|Operator||common carrier : air carrier|
|Make Model Name||B777-200|
|Operating Under FAR Part||Part 121|
|Flight Phase||cruise : level|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 220|
flight time total : 16000
flight time type : 3500
|Affiliation||government : foreign|
|Function||controller : radar|
|Anomaly||inflight encounter : turbulence|
non adherence other
other anomaly other
non adherence : company policies
|Independent Detector||other controllera|
|Resolutory Action||controller : issued new clearance|
|Problem Areas||ATC Human Performance|
En route with montreal center; given new routing due to notamed requirement to be over notap and tvc VOR for our route. Checked our NOTAMS received at departure; found no such information in our packet. Notified dispatch; including NOTAM number; etc; as per center information. With input of new routing; progress page indicated :12 minutes more flight time and 3000 pounds more fuel burn. Dispatcher reworked flight plan to get new numbers to work requiring new redispatch point of 'abeam cyul' vs denga which is much further west. This resulted in us getting our redispatch information after new redispatch point. Particulars of new flight plan (starting with information from europe -- not present position) with wind matrix clogged computer with extraneous; distracting and useless information; potentially impacting our ability to deal with immediate concerns. Captain accepted redispatch based on emergency authority -- safer to go to ord than new redispatch alternate of tol. Contributing factors included being in full moderate turbulence at the time at FL260 due to unforecast strong headwinds at FL380. Aircraft just in front of us was providing turbulence and wind information along our route. Diversion south would have put us with winds at lower altitude for longer period. Already exceptionally busy period dealing with turbulence/wind aloft issues. Divert would have added more potential distraction problems. Concentrating on returning to smooth altitude; avoiding potential overspeeds due to turbulence more critical than massaging redispatch numbers when we obviously had adequate fuel for safe ord arrival and again clogging computer with more near worthless paper. Notified dispatch of use of emergency redispatch authority and continued to coordinate with dispatch for fuel and landing delay information (almost none) for ord arrivals. For arrival into ord declared 'minimum fuel' due to extra burn because of both new routing and unforecast upper winds. Notified dispatch of that. Landing totally uneventful with about 1 hour fuel on board.
Original NASA ASRS Text
Title: B777 CAPT REPORTS REROUTE IN FOREIGN AIRSPACE TO COMPLY WITH NOTAM NOT SUPPLIED BY DISPATCHER. MIN FUEL IS DECLARED AT DESTINATION.
Narrative: ENRTE WITH MONTREAL CENTER; GIVEN NEW ROUTING DUE TO NOTAMED REQUIREMENT TO BE OVER NOTAP AND TVC VOR FOR OUR ROUTE. CHECKED OUR NOTAMS RECEIVED AT DEPARTURE; FOUND NO SUCH INFO IN OUR PACKET. NOTIFIED DISPATCH; INCLUDING NOTAM NUMBER; ETC; AS PER CENTER INFO. WITH INPUT OF NEW ROUTING; PROGRESS PAGE INDICATED :12 MINUTES MORE FLIGHT TIME AND 3000 POUNDS MORE FUEL BURN. DISPATCHER REWORKED FLIGHT PLAN TO GET NEW NUMBERS TO WORK REQUIRING NEW REDISPATCH POINT OF 'ABEAM CYUL' VS DENGA WHICH IS MUCH FURTHER WEST. THIS RESULTED IN US GETTING OUR REDISPATCH INFO AFTER NEW REDISPATCH POINT. PARTICULARS OF NEW FLT PLAN (STARTING WITH INFO FROM EUROPE -- NOT PRESENT POSITION) WITH WIND MATRIX CLOGGED COMPUTER WITH EXTRANEOUS; DISTRACTING AND USELESS INFO; POTENTIALLY IMPACTING OUR ABILITY TO DEAL WITH IMMEDIATE CONCERNS. CAPT ACCEPTED REDISPATCH BASED ON EMERGENCY AUTHORITY -- SAFER TO GO TO ORD THAN NEW REDISPATCH ALTERNATE OF TOL. CONTRIBUTING FACTORS INCLUDED BEING IN FULL MODERATE TURBULENCE AT THE TIME AT FL260 DUE TO UNFORECAST STRONG HEADWINDS AT FL380. ACFT JUST IN FRONT OF US WAS PROVIDING TURBULENCE AND WIND INFO ALONG OUR ROUTE. DIVERSION SOUTH WOULD HAVE PUT US WITH WINDS AT LOWER ALTITUDE FOR LONGER PERIOD. ALREADY EXCEPTIONALLY BUSY PERIOD DEALING WITH TURBULENCE/WIND ALOFT ISSUES. DIVERT WOULD HAVE ADDED MORE POTENTIAL DISTRACTION PROBLEMS. CONCENTRATING ON RETURNING TO SMOOTH ALTITUDE; AVOIDING POTENTIAL OVERSPEEDS DUE TO TURBULENCE MORE CRITICAL THAN MASSAGING REDISPATCH NUMBERS WHEN WE OBVIOUSLY HAD ADEQUATE FUEL FOR SAFE ORD ARRIVAL AND AGAIN CLOGGING COMPUTER WITH MORE NEAR WORTHLESS PAPER. NOTIFIED DISPATCH OF USE OF EMERGENCY REDISPATCH AUTHORITY AND CONTINUED TO COORDINATE WITH DISPATCH FOR FUEL AND LANDING DELAY INFO (ALMOST NONE) FOR ORD ARRIVALS. FOR ARRIVAL INTO ORD DECLARED 'MINIMUM FUEL' DUE TO EXTRA BURN BECAUSE OF BOTH NEW ROUTING AND UNFORECAST UPPER WINDS. NOTIFIED DISPATCH OF THAT. LANDING TOTALLY UNEVENTFUL WITH ABOUT 1 HOUR FUEL ON BOARD.
Data retrieved from NASA's ASRS site as of May 2009 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.