Narrative:

Soon after climbing to altitude it was observed that the actual fuel burn was in excess of the fuel burn provided in the dispatch release. The takeoff fuel quantity at the gate and prior to takeoff were in excess of the minimum requirement. As the flight progressed this increased burn continued to worsen. Dispatch was contacted and advised of the situation and asked to provide a modified re-release fuel as we were estimating below re-release fuel. A modification to re-release fuel was provided and the flight was re-released. As the fuel situation continued to worsen the dispatcher was asked to provide a closer alternate in order to free up more fuel. However a closer suitable alternate could not be provided due to poor weather at all closer airports. Destination weather was also reporting marginal. By the time we left the track structure we were 3500 pounds above the burn and calculated that we did not have the fuel required to fly to our destination with adequate fuel to alternate and a 45 minute reserve. Dispatch provided us with weather at two close enroute preferential stations as there was company support there. Prior to passing that station we decided to divert; for fuel; into it. No emergency was declared as the fuel to that destination was satisfactory. An uneventful landing was performed; the aircraft was refueled and de-iced and a subsequent flight to our original destination ensued. We have yet to determine if the aircraft or the fuel plan provided in the dispatch release was at fault. All techniques for minimizing fuel burn were employed to no avail. The continued poor weather at destination coupled with the unavailability of nearer alternates removed any option of continuing to destination and a divert for fuel was the safest course of action. Normally the fuel burns experienced are below that in the flight plan and in many cases the aircraft arrives with more than planned fob at destination. This was an unusual event and I do not believe that there was any indication at the outset that the fuel plan was in error. The flight plan provided for approximately 30 minutes of holding fuel in excess of the minimum reserve and alternate fuel which would normally be sufficient. I recommend that the historical fuel burns of the particular aircraft be examined to see if it consistently exceeds a normal fuel burn rate and if so it should be corrected or the flight plans should provide extra fuel for this excessive fuel burn.

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Original NASA ASRS Text

Title: An A330 diverted to an unscheduled enroute station after the flight crew determined that an excessive fuel burn did not provide the aircraft with enough fuel to proceed to its alternate and have the required 45 minute reserve.

Narrative: Soon after climbing to altitude it was observed that the actual fuel burn was in excess of the fuel burn provided in the dispatch release. The takeoff fuel quantity at the gate and prior to takeoff were in excess of the minimum requirement. As the flight progressed this increased burn continued to worsen. Dispatch was contacted and advised of the situation and asked to provide a modified re-release fuel as we were estimating below re-release fuel. A modification to re-release fuel was provided and the flight was re-released. As the fuel situation continued to worsen the Dispatcher was asked to provide a closer alternate in order to free up more fuel. However a closer suitable alternate could not be provided due to poor weather at all closer airports. Destination weather was also reporting marginal. By the time we left the track structure we were 3500 pounds above the burn and calculated that we did not have the fuel required to fly to our destination with adequate fuel to alternate and a 45 minute reserve. Dispatch provided us with weather at two close enroute preferential stations as there was Company support there. Prior to passing that station we decided to divert; for fuel; into it. No emergency was declared as the fuel to that destination was satisfactory. An uneventful landing was performed; the aircraft was refueled and de-iced and a subsequent flight to our original destination ensued. We have yet to determine if the aircraft or the fuel plan provided in the dispatch release was at fault. All techniques for minimizing fuel burn were employed to no avail. The continued poor weather at destination coupled with the unavailability of nearer alternates removed any option of continuing to destination and a divert for fuel was the safest course of action. Normally the fuel burns experienced are below that in the flight plan and in many cases the aircraft arrives with more than planned FOB at destination. This was an unusual event and I do not believe that there was any indication at the outset that the fuel plan was in error. The flight plan provided for approximately 30 minutes of holding fuel in excess of the minimum reserve and alternate fuel which would normally be sufficient. I recommend that the historical fuel burns of the particular aircraft be examined to see if it consistently exceeds a normal fuel burn rate and if so it should be corrected or the flight plans should provide extra fuel for this excessive fuel burn.

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.