Narrative:

Dispatch had filed release X with a computerized route. The filed route approaches the russia-latvia border on airway A494. Intersection opaka lies on the border. The route departs opaka on airway UM869. Release X route continues from opaka on UM869 to surat. Navigation chart dated 03 april 2009 effective 09 april 2009 is a supplementary chart depicting air traffic system route changes in northern and central europe. It supersedes the information presented on other charts bearing earlier dates of issue. Airway UM869 is significantly different on the new chart. Proceeding west from opaka; it remains as before until valed intersection in western latvia. The next fix is a VOR that has been relocated and reidented: lie is now lep; moved just over 3 NM to the south-southwest. On the superseded chart; UM869 terminates at the old VOR (lie). On the new supplementary chart; UM869 continues west beyond the relocated; renamed VOR (lep); and is depicted to terminate at intersection gorev located on the fir boundary between copenhagen and scottish airspace at coordinates N5603.2 W00500.0. No airway whatsoever extends from gorev beyond the termination of UM869 arriving from the east. The flight crew discussed whether this was a charting error (an omission of an existing airway extension west of gorev) or an actual endpoint of UM869 at gorev. When we tried to download our route in the FMC; it responded 'partial route download;' showing a discontinuity at gorev and no continuation of UM869. To address the possibility of an ACARS data link interruption; we tried again. Several attempts produced the same result. The FMC navigation database (verified as current; effective 09 april-07 may) appeared to agree with the paper chart that airway UM869 does not exist west of gorev. We spoke with dispatch via satcom. The dispatcher's chart packet did not contain the supplementary chart showing the 09 april revisions to the european airway structure. The dispatcher stated that computerized data had UM869 continuing through gorev westbound to surat; which conflicted with both the latest (current effective 09 april) paper charts issued to the flight crew and the FMC database (also current effective 09 april). The dispatcher re-filed our route twice. Release Y filed a route that was not accepted by eurocontrol without a significant altitude penalty to transit special use airspace and a resulting increased fuel burn. Release Z rerouted us far to the north and was 4;699 NM (release X was 4;510 NM). The burn for release Z was 114;500 pounds -- 3;000 pounds more than release X. Each time that the dispatcher transmitted a new release; it tied up our ACARS for more than 10 minutes. While the fueler uploaded our fuel; we confirmed with moscow delivery that they showed and approved our amended routing. Each time; they received the changes almost immediately after they were filed by dispatch. The conflict between the computer database and our paper charts and the FMC navigation database (the latter two being in agreement) opens the door to a gross navigation deviation if the incorrect set of data used. If computer is correct and both the paper charts and the FMC are wrong; the flight crew has no way to verify the route resolving this issue caused a departure delay of 1 hour 23 minutes; but the flight crew had a route that all parties could agree on and verify before we blocked out. Callback conversation with reporter revealed the following information: the reporter stated that his air carrier acted very proactively when notified about this event and discovered that the chart and database manufacturer had not been notified about a change to the air route structure that extended UM869 from gorev to surat.

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Original NASA ASRS Text

Title: An air carrier aircraft's FMC did not accept a flight plan along UM869 because UM869 terminated in the FMC database at GOREV intersection west bound. The navigation chart and aircraft database were in error because a change extending that airway was not received.

Narrative: Dispatch had filed Release X with a computerized route. The filed route approaches the Russia-Latvia border on Airway A494. Intersection OPAKA lies on the border. The route departs OPAKA on Airway UM869. Release X route continues from OPAKA on UM869 to SURAT. Navigation chart dated 03 April 2009 effective 09 April 2009 is a supplementary chart depicting Air Traffic System route changes in Northern and Central Europe. It supersedes the information presented on other charts bearing earlier dates of issue. Airway UM869 is significantly different on the new chart. Proceeding west from OPAKA; it remains as before until VALED Intersection in western Latvia. The next fix is a VOR that has been relocated and reidented: LIE is now LEP; moved just over 3 NM to the south-southwest. On the superseded chart; UM869 terminates at the old VOR (LIE). On the new supplementary chart; UM869 continues west beyond the relocated; renamed VOR (LEP); and is depicted to terminate at Intersection GOREV located on the FIR boundary between Copenhagen and Scottish airspace at coordinates N5603.2 W00500.0. No airway whatsoever extends from GOREV beyond the termination of UM869 arriving from the east. The flight crew discussed whether this was a charting error (an omission of an existing airway extension west of GOREV) or an actual endpoint of UM869 at GOREV. When we tried to download our route in the FMC; it responded 'Partial Route Download;' showing a discontinuity at GOREV and no continuation of UM869. To address the possibility of an ACARS data link interruption; we tried again. Several attempts produced the same result. The FMC navigation database (verified as current; effective 09 April-07 May) appeared to agree with the paper chart that Airway UM869 does not exist west of GOREV. We spoke with Dispatch via SATCOM. The Dispatcher's chart packet did not contain the supplementary chart showing the 09 April revisions to the European airway structure. The Dispatcher stated that computerized data had UM869 continuing through GOREV westbound to SURAT; which conflicted with both the latest (current effective 09 April) paper charts issued to the flight crew and the FMC database (also current effective 09 April). The Dispatcher re-filed our route twice. Release Y filed a route that was not accepted by Eurocontrol without a significant altitude penalty to transit Special Use Airspace and a resulting increased fuel burn. Release Z rerouted us far to the north and was 4;699 NM (Release X was 4;510 NM). The burn for Release Z was 114;500 LBS -- 3;000 LBS more than Release X. Each time that the Dispatcher transmitted a new release; it tied up our ACARS for more than 10 minutes. While the Fueler uploaded our fuel; we confirmed with Moscow Delivery that they showed and approved our amended routing. Each time; they received the changes almost immediately after they were filed by dispatch. The conflict between the computer database and our paper charts and the FMC navigation database (the latter two being in agreement) opens the door to a gross navigation deviation if the incorrect set of data used. If computer is correct and both the paper charts and the FMC are wrong; the flight crew has no way to verify the route resolving this issue caused a departure delay of 1 hour 23 minutes; but the flight crew had a route that all parties could agree on and verify before we blocked out. Callback conversation with reporter revealed the following information: The reporter stated that his air carrier acted very proactively when notified about this event and discovered that the chart and database manufacturer had not been notified about a change to the air route structure that extended UM869 from GOREV to SURAT.

Data retrieved from NASA's ASRS site as of April 2012 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.