VHOJT

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About VHOJT

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    Flight Student - Airwork

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  1. JFK holding fuel

    Very interesting! Thanks Phil for all the digging you have done and the figures! Very helpful. Thanks again, Rudy
  2. JFK holding fuel

    Awesome, thanks, Phil! Also thanks Stephen - that will come in handy too if there's nasty wx etc. Cheers, Rudy
  3. Seems we have the identical problem. I submitted a ticket with Flightsimsoft. Cheers, Rudy
  4. Unable to plan YSSY-CYVR with redispatch

    Hmm I will try running it when I get some time, but in the meantime, I would suggest try doing the redispatch manually - perhaps PHNL or KSFO or something like that - see how you go with a manual selection. Cheers, Rudy
  5. JFK holding fuel

    Hi Brian, thanks I get the legal amounts, just wondering if someone around has some idea of a sensible time/amount of extra fuel. I probably would never plan in there with just legal reserves. Cheers, Rudy
  6. Hi all, Not strictly a PFPX thing - but wondering if anyone has a rough idea of a sensible amount of holding/reserve fuel to bring for a flight to JFK on a CAVOK/nice winds day. I know it can get quite busy there. Any advice appreciated! Cheers, Rudy
  7. Hi all, I am going to submit a support ticket for this as well, just in case the developers don't see this on here. With the latest hotfix (1.28.9c), I am getting some bad altitude selection for the 747-400 (the RB211-524GH2 profile included with PFPX). I have Cruise Altitude/FL = Optimum, Step Size = 2000, and Optimise Altitude/FL = None. Running the flight plan, I get reasonable altitudes using PFPX 1.28.8 (TOW 391.6 tonnes): SYD/0290/28S73/0310/17W72/0330/01S155W/0350/21N136W/0370 Running the flight plan in 1.28.9 (the only thing changed is the PFPX exe, flight plan is EXACTLY the same): SYD/0330/21W77/0350/28N29/0370. These altitudes are far too high (at least initially for a 13 hour flight). The plan gives a takeoff weight of 390.7 tonnes. The 744 is not even able to go above ~ FL320 initially, The optimum is FL290 initially. I am not sure what changed with 1.28.9c, but I definitely have all optimisation set to "none". Optimisation usually tends to have me stepping all over the place anyway. Any idea on what's broken in the last fix? Cheers, Rudy Here is the good flight plan from 1.28.8 if that is of any use: QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP QFA11 -301.VHOJT.YSSYKLAX ------- QANTAS COMPUTER FLIGHT PLAN ------- --- NOT APPLICABLE TO 5TH POD OR ABNORMAL CONFIGURATIONS --- XXXXXXXXXXXXXXXXX -- PLAN SUMMARY -- XXXXXXXXXXXXXXX PN 0101 RC 4453 QFA11 -301 YSSY-KLAX 30/07/17 ETD 23.50Z ETA 12.59Z STAB 13.30Z VHOJT B747-438 RB211-524G CRZ-100 DSC-STD SYDLAX-301 DIST 6616 OALL W/C P021 FLT TIME 12.59 ON BLOX 13.04Z PLANNED ZFW - 235.800 TOW - 391.600 LGW - 252.400 FOD - 018.600 YSSY..DIPSO.G595.GUTIV..33S160E..32S163E..3045S16621E..2740S17251E.. 2500S17639E..24S178E..2144S17826W..2037S17646W..1659S17200W.. 1306S16735W..0910S16317W..05S159W..05S159W..01S155W..0313N15112W.. 0747N14738W..1217N14358W..1634N13959W..21N136W..2812N12900W..EDSEL. R577.ELKEY..KLAX --------------------------------------------------------------------- CREW MUST CONSTRUCT FMC ROUTE AS IT DOES NOT EXIST IN DATABASE --------------------------------------------------------------------- SYD/0290/28S73/0310/17W72/0330/01S155W/0350/21N136W/0370 ALTERNATE - KONT DIST - 55 W/C - P003 DIV TIME - 00.16 KLAX..LAX..PDZ..KONT LAX/0090/ RC 4453 PLAN 0101 PAGE 01 OF 11 JUL302325 FZL 094 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXXXXXXX -- ATS DATA -- XXXXXXXXXXXXXXXXXXX PN 0101 RC 4453 (FPL-QFA11-IS -B744/H -SDE1FGHIJ5RWYZ/LB1 -YSSY2350 -N0493F290 DCT DIPSO G595 GUTIV DCT 33S160E 32S163E 3045S16621E 2740S17251E/N0497F310 2500S17639E 24S178E 2144S17826W 2037S17646W 1659S17200W/N0500F330 1306S16735W 0910S16317W 05S159W 01S155W/N0500F350 0313N15112W 0747N14738W 1217N14358W 1634N13959W 21N136W/N0494F370 2812N12900W DCT EDSEL R577 ELKEY DCT -KLAX1259 KONT -PBN/A1B1C1D1L1O1S2 NAV/GPSRNAV TCAS DOF/170730 REG/VHOJT EET/YBBB0009 NZZO0113 NFFF0238 NZZO0312 KZAK0607 KZLA1227 SEL/JKBS CODE/7C4837 RVR/75 OPR/QANTAS PER/D RALT/NWWW NFFN NSFA PHNL RIF/ELKEY DCT SXC DCT KSAN) RC 4453 PLAN 0101 PAGE 02 OF 11 JUL302325 FZL 095 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXXX -- FMS INITIALISATION -- XXXXXXXXXXXXX PN 0101 RC 4453 RT- SYDLAX301 ZFW - 235.800 MIN RESERVES – 013.200 COST INDEX - 100 INITIAL FL - 290 OVERALL WIND - 260/022 INITIAL CPDLC LOGON RC 4453 PLAN 0101 PAGE 03 OF 11 JUL302325 FZL 096 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXXXX -- DISPATCHER NOTES -- XXXXXXXXXXXXXX PN 0101 RC 4453 PLAN BASED ON DEST TAFOR VALID 2320 01 DISPATCHED UNDER C.A.V. 04/90 A MIN VFR OF 4000KG MUST BE PLANNED AND UPLIFTED. FREIGHT MUST BE OFFLOADED TO MEET THIS REQUIREMENT. WHEN DIVERSION FUEL IS PLANNED THE MINIMUM VFR SHOULD NOT BE LESS THAN 2000KG. 02 ATC HOLDING PLANNED FOR DESTINATION. 03 ALTERNATE KONT PLANNED DUE CLOUD <2000’ KLAX POB FOR THIS FLIGHT IS 358 RC 4453 PLAN 0101 PAGE 04 OF 11 JUL302325 FZL 097 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXXXXXXXXX -- DP DATA -- XXXXXXXXXXXXXXXXXX PN 0101 RC 4453 DPA KSAN(INC 0.00 MINS SP/HOLD) ELKEY EET 12.27 EET KSAN 00.39 ELKEY..SXC..KSAN PLND REMG AT ELKEY (BASED ON DEP FUEL 156.800) 021.000 KGS FUEL REQD TO KLAX (BASED ON MIN PRE-FLIGHT RQMNT) 013.600 KGS FUEL REQD TO KSAN(INC 0.00 MIN S/HLD 3.4KG CONT) 010.400 KGS DP1 YSSY-NWWW S32 18.6 E162 05.7 EET 01.08 32S63 PLUS 50NM DP1-YSSY EET 00.53 DIS 563NM DP1-NWWW EET 00.53 DIS 653NM PLND DP1 FUEL AVLB (INCL 00.000 PLND ADDIT) 137.500 KGS MIN DP1 FUEL REQD (INCL 03.400 CONTINGENCY) 020.000 KGS DPD YSSY-NWWW S32 11.9 E162 25.5 EET 01.10 32S63 PLUS 32NM DPD-YSSY EET 01.29 DIS 578NM DPD-NWWW EET 01.29 DIS 643NM PLND DPD FUEL AVLB (INCL 00.000 PLND ADDIT) 137.200 KGS MIN DPD FUEL REQD (INCL 03.400 CONTINGENCY) 029.500 KGS DP1 NWWW-NFFN S26 39.3 E174 19.7 EET 02.22 25S77 PLUS 160NM DP1-NWWW EET 00.29 DIS 521NM DP1-NFFN EET 00.29 DIS 571NM PLND DP1 FUEL AVLB (INCL 00.000 PLND ADDIT) 122.800 KGS MIN DP1 FUEL REQD (INCL 03.400 CONTINGENCY) 013.300 KGS DPD NWWW-NFFN S26 38.1 E174 21.4 EET 02.22 25S77 PLUS 158NM DPD-NWWW EET 01.14 DIS 526NM DPD-NFFN EET 01.14 DIS 558NM PLND DPD FUEL AVLB (INCL 00.000 PLND ADDIT) 122.700 KGS MIN DPD FUEL REQD (INCL 03.400 CONTINGENCY) 025.400 KGS DP1 NFFN-NSFA S19 59.0 W175 54.5 EET 03.31 17W72 PLUS 287NM DP1-NFFN EET 00.39 DIS 403NM DP1-NSFA EET 00.39 DIS 430NM PLND DP1 FUEL AVLB (INCL 00.000 PLND ADDIT) 109.300 KGS MIN DP1 FUEL REQD (INCL 03.400 CONTINGENCY) 017.200 KGS DPD NFFN-NSFA S19 59.0 W175 54.5 EET 03.31 17W72 PLUS 287NM DPD-NFFN EET 01.00 DIS 403NM DPD-NSFA EET 01.00 DIS 430NM PLND DPD FUEL AVLB (INCL 00.000 PLND ADDIT) 109.300 KGS MIN DPD FUEL REQD (INCL 03.400 CONTINGENCY) 021.600 KGS DP1 NSFA-PHNL S00 18.7 W154 22.9 EET 06.55 03N51 PLUS 286NM DP1-NSFA EET 01.25 DIS 1321NM DP1-PHNL EET 01.25 DIS 1320NM PLND DP1 FUEL AVLB (INCL 00.000 PLND ADDIT) 072.500 KGS MIN DP1 FUEL REQD (INCL 03.400 CONTINGENCY) 019.100 KGS DPD NSFA-PHNL S00 07.6 W154 12.8 EET 06.57 03N51 PLUS 271NM DPD-NSFA EET 03.17 DIS 1343NM DPD-PHNL EET 03.17 DIS 1306NM PLND DPD FUEL AVLB (INCL 00.000 PLND ADDIT) 072.100 KGS MIN DPD FUEL REQD (INCL 03.400 CONTINGENCY) 044.500 KGS DP1 PHNL-KLAX N20 32.9 W136 25.1 EET 10.17 21N36 PLUS 36NM DP1-PHNL EET 01.16 DIS 1210NM DP1-KLAX EET 01.16 DIS 1246NM PLND DP1 FUEL AVLB (INCL 00.000 PLND ADDIT) 040.100 KGS MIN DP1 FUEL REQD (INCL 03.400 CONTINGENCY) 016.100 KGS DPD PHNL-KLAX N20 57.8 W136 02.0 EET 10.21 21N36 PLUS 3NM DPD-PHNL EET 03.10 DIS 1224NM DPD-KLAX EET 03.10 DIS 1221NM PLND DPD FUEL AVLB (INCL 00.000 PLND ADDIT) 039.500 KGS MIN DPD FUEL REQD (INCL 03.400 CONTINGENCY) 039.500 KGS RC 4453 PLAN 0101 PAGE 05 OF 11 JUL302325 FZL 098 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXXXXXX -- FUEL ANALYSIS -- XXXXXXXXXXXXXXX PN 0101 RC 4453 FLIGHT 137.200 12.59 BOOK FLOWS ADJUSTED BY P 5.9 PCNT APPROACH 02.000 ARR ALLOWANCE 00.000 00.00 S/HOLD AT KLAX 002.800 00.20 FUEL PRICE DIFF. US DOLLARS/1000KGS DIVRSN TO KONT 003.900 00.16 353 LOSS SAVINGS SECTOR NO S/HOLD AT KONT 000.000 00.00 V.F.R. 002.000 00.15 AVERAGE CRZ FUEL FLOW - 10.400 KGS F.F.R. 004.500 00.30 CONT 003.400 00.24 FUEL BURN INCREASE PER 1000KGS 00398 TAXI 1.000 MIN REQUIRED 156.800 14.44 PLANNED ADDIT 000.000 00.00 PLANNED FUEL 156.800 14.44 ADJUSTMENT ....... ..... TOTAL FUEL ....... ..... RC 4453 PLAN 0101 PAGE 06 OF 11 JUL302325 FZL 099 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXX -- PLANNED T/OFF DATA -- XXXXXXXXXXXXXX PN 0101 RC 4453 RWY N/A THRUST-FLAP 524G-FR PER. LIMIT 400000 TEMP N/A WIND N/A COMP ZERO PLANNED T.O.W. 391600 PLANNED R.T.O.W. N/A MTO PERF CHART USED: N/A CHART DATE: N/A XXXXXXXXX -- WEIGHT ANALYSIS - FUEL ORDER -- XXXXXXX PN 0101 RC 4453 PLANNED FINAL / FLIGHT FUEL 137.200 / TOTAL FUEL 156.800 (B)....... / ADJUST AT 00398/1000(F)....... / TAXI FUEL 1.000 (C)....... / A/P LAND 2.000 / T/OFF FUEL 155.500 (D)....... / L/S TRIP FUEL(B/OFF)(G)....... / Z.F.W. 235.800 (A)....... / T/OFF FUEL(L/S FUEL)(H)....... / T.O.W. 391.600 (E)....... / R.T.O.W. (I)....... / TRIP FUEL 139.200 (K)....... / FUEL ORDER (J)....... / LDG WT 252.400 (L)....... / POTABLE WATER (M) 1.200 / XXXXXXXXXXXXXXXXX -- ACCEPTANCE -- XXXXXXXXXXXXXXXXX PN 0101 RC 4453 DISPATCHER – KIM BRATZEL DISPATCH CENTRE - YSSYQFA0 LOAD CONTROLLER - LOAD CONTROL CENTRE- CAPTAIN - PAUCELLIER CHECKED BY ....................../ I AM SATISFIED THAT THE PROVISIONS OF CAR 233 SUBREG HAVE BEEN MET CAPTAIN ....................../ RC 4453 PLAN 0101 PAGE 07 OF 11 JUL302325 FZL 100 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXXX -- SECONDARY SUMMARIES -- XXXXXXXXXXXX PN 0101 RC 4453 SECONDARIES - CRZ RTE ZFW FLT FUEL FLT TIME MIN REQD S-NEXT-FL 100 301 235.8 139.000 13.05 158.600 SYD/0270/28S73/0290/17W72/0310/01S155W/0330/21N136W/0350 RC 4453 PLAN 0101 PAGE 08 OF 11 JUL302325 FZL 101 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXXXXXX -- NAV/LOG DATA -- XXXXXXXXXXXXXXX PN 0101 RC 4453 POSN R ETA PFL DIS N/POSN M G/S TLB PREM SR S/H ATA AFL EET RETA IMT FF REQ AREM A/B TM/FUL YSSY DEP ....... 391.6 155.8 SET HEADING ..... /..... YSSY ....... 000 DIPSO 1.0 155.8 06 035 ....... ... ....... M ..... ..../..... *BDRY ....... *CLB 45 DIPSO 5.5 151.2 04 035 ....... ... 0.09 ....... 075M 4.5 ..... ..../..... DIPSO ....... *CLB 15 GUTIV 7.0 149.7 03 035 ....... ... 0.04 ....... 074M 1.5 ..... ..../..... GUTIV ....... *CLB 51 33S60 9.1 147.7 02 010 ....... ... 0.06 ....... 078M 2.1 ..... ..../..... *TOC ....... 290 21 33S60 .832 563 9.8 146.9 04 010 ....... ... 0.02 ....... 070M 12.2 0.7 ..... ..../..... 33S60 ....... 290 329 32S63 .829 570 16.9 139.9 07 010 ....... ... 0.35 ....... 069M 12.1 7.0 ..... ..../..... *ETP 1 ....... 290 132 32S63 .827 570 19.7 137.1 07 010 ....... ... 0.14 ....... 055M 12.1 2.8 ..... ..../..... 32S63 ....... 290 32 31S66 .827 575 20.3 136.4 07 010 ....... ... 0.03 ....... 053M 12.0 0.7 ..... ..../..... 31S66 ....... 290 188 28S73 .826 581 24.2 132.5 07 010 ....... ... 0.19 ....... 052M 11.9 3.9 ..... ..../..... 28S73 ....... 290 388 25S77 .822 590 32.1 124.7 07 010 ....... ... 0.40 ....... 048M 11.8 7.9 ..... ..../..... *ETP 2 ....... 290 102 25S77 .820 590 34.1 122.7 06 010 ....... ... 0.10 ....... 038M 11.8 2.0 ..... ..../..... *CLB ....... 310 48 25S77 .819 597 35.0 121.7 06 010 ....... ... 0.05 ....... 037M 11.7 1.0 ..... ..../..... 25S77 ....... 310 110 24S78 .832 605 37.4 119.4 02 010 ....... ... 0.11 ....... 037M 11.7 2.3 ..... ..../..... 24S78 ....... 310 95 22W78 .832 599 39.2 117.6 02 010 ....... ... 0.10 ....... 037M 11.6 1.8 ..... ..../..... 22W78 ....... 310 240 21W77 .832 577 43.9 112.9 01 015 ....... ... 0.24 ....... 042M 11.5 4.7 ..... ..../..... 21W77 ....... 310 115 17W72 .832 566 46.2 110.5 02 015 ....... ... 0.12 ....... 041M 11.4 2.3 ..... ..../..... *ETP 3 ....... 310 61 17W72 .832 566 47.5 109.3 02 047 ....... ... 0.07 ....... 039M 11.4 1.3 ..... ..../..... 17W72 ....... 310 287 13W68 .832 526 53.4 103.3 05 047 ....... ... 0.31 ....... 039M 11.2 5.9 ..... ..../..... *CLB ....... 330 300 13W68 .831 503 59.9 96.9 02 045 ....... ... 0.35 ....... 036M 11.0 6.5 ..... ..../..... 13W68 ....... 330 47 09W63 .840 506 61.1 95.7 03 010 ....... ... 0.06 ....... 036M 10.9 1.2 ..... ..../..... 09W63 ....... 330 347 05W59 .838 498 68.6 88.2 02 014 ....... ... 0.42 ....... 036M 10.7 7.5 ..... ..../..... 05W59 ....... 330 358 01W55 .836 502 76.1 80.7 04 010 ....... ... 0.42 ....... 035M 10.4 7.5 ..... ..../..... 01W55 ....... 330 340 03N51 .836 493 83.2 73.6 03 010 ....... ... 0.41 ....... 035M 10.2 7.1 ..... ..../..... *CLB ....... 350 60 03N51 .836 492 84.4 72.4 03 010 ....... ... 0.08 ....... 033M 10.2 1.2 ..... ..../..... *ETP 4 ....... 344 10 03N51 .843 492 84.7 72.1 03 010 ....... ... 0.01 ....... 033M 10.2 0.3 ..... ..../..... 03N51 ....... 350 271 08N48 .842 492 90.3 66.5 02 010 ....... ... 0.33 ....... 033M 9.9 5.6 ..... ..../..... 08N48 ....... 350 348 12N44 .840 495 97.2 59.5 02 010 ....... ... 0.43 ....... 029M 9.7 6.9 ..... ..../..... 12N44 ....... 350 347 17N40 .839 483 104.0 52.8 02 010 ....... ... 0.42 ....... 029M 9.5 6.7 ..... ..../..... 17N40 ....... 350 346 21N36 .839 482 110.8 46.0 03 027 ....... ... 0.43 ....... 032M 9.3 6.8 ..... ..../..... *ETP 5 ....... 350 347 21N36 .837 482 117.3 39.5 02 010 ....... ... 0.43 ....... 030M 9.3 6.5 ..... ..../..... 21N36 ....... 350 3 28N29 .836 494 117.4 39.4 02 010 ....... ... 0.00 ....... 030M 9.1 0.1 ..... ..../..... *CLB ....... 370 60 28N29 .835 499 118.5 38.3 01 010 ....... ... 0.08 ....... 029M 9.0 1.1 ..... ..../..... 28N29 ....... 370 517 EDSEL .841 498 127.7 29.1 02 010 ....... ... 1.01 ....... 029M 8.7 9.3 ..... ..../..... EDSEL ....... 370 352 EDTOO .840 479 133.9 22.9 04 010 ....... ... 0.44 ....... 033M 8.5 6.2 ..... ..../..... EDTOO ....... 370 57 ELKEY .839 483 134.9 21.9 03 010 ....... ... 0.07 ....... 063M 8.5 1.0 ..... ..../..... ELKEY ....... 370 50 KLAX .839 482 135.8 21.0 02 010 ....... ... 0.06 ....... 062M 8.5 0.9 ..... ..../..... *TOD ....... 370 75 KLAX .840 481 137.1 19.6 01 038 ....... ... 0.09 ....... 054M 8.4 1.3 ..... ..../..... KLAX ....... 001 123 138.2 18.6 01 045 ....... ... 0.23 ....... 055M 1.1 ..... ..../..... XXXXXXXXXXXXXX -- SECTOR NOTES -- XXXXXXXXXXXXXXXXXX PN 0101 RC 4453 RC 4453 PLAN 0101 PAGE 09 OF 11 JUL302325 FZL 102 @NNNN QD SYDOXQF HDQOMQF .SYDOSQF 232530OS CFP-CONT QFA11 -301.VHOJT.YSSYKLAX XXXXXXXXXXXX -- ENROUTE SPOT WIND/TEMP DATA -- XXXXX PN 0101 RC 4453 250 270 290 310 S3356.7E15110.6 YSSY 087 34 P13 S3354.3E15204.3 DIPSO 091 51 M20 31085 30088 30091 30100 S3354.6E15306.2 GUTIV 083 21 M37 30082 30087 30091 30101 S3300.0E16000.0 33S60 069 132 290 M39 27053 27066 27079 27093 S3200.0E16300.0 32S63 067 188 290 M37 26055 26070 26083 26097 S3045.0E16621.0 31S66 063 388 290 M36 23057 24071 24085 24097 S2740.0E17251.0 28S73 053 102 290 M33 21076 22087 22099 23108 270 290 310 330 S2500.0E17639.0 25S77 051 95 310 M34 23086 23097 23102 23103 S2400.0E17800.0 24S78 056 240 310 M34 23082 23091 23097 23098 S2144.0W17826.0 22W78 055 115 310 M33 25065 25070 24074 24075 S2037.0W17646.0 21W77 052 348 310 M34 26063 25064 25067 25069 S1659.0W17200.0 17W72 048 300 310 M35 30037 29037 28036 26038 290 310 330 350 S1306.0W16735.0 13W68 047 347 330 M39 33026 32027 30027 29028 S0910.0W16317.0 09W63 046 358 330 M39 01011 35010 32012 31013 S0500.0W15900.0 05W59 045 8 330 M38 07012 08007 23002 27008 S0100.0W15500.0 01W55 042 60 330 M38 07013 05011 02007 33007 310 330 350 370 N0313.0W15112.0 03N51 038 348 350 M43 08009 05008 03005 29002 N0747.0W14738.0 08N48 038 347 350 M44 06009 10010 12013 13013 N1217.0W14358.0 12N44 042 346 350 M44 03018 03018 03016 01010 N1634.0W13959.0 17N40 040 347 350 M44 02019 02021 03017 03009 N2100.0W13600.0 21N36 040 60 350 M43 04005 05003 14001 18005 330 350 370 390 N2812.0W12900.0 28N29 045 352 370 M48 16019 16015 17009 17005 N3214.5W12405.9 EDSEL 076 57 370 M47 32012 35013 01017 03021 N3228.0W12300.0 EDTOO 075 50 370 M47 34016 36017 01019 02022 N3241.0W12203.0 ELKEY 067 76 370 M47 35019 00018 01020 02022 DESC FL 90 180 320 370 WIND 16005 04009 36014 01016 OBS- 30JUL2017 18:00 RC 4453 PLAN 0101 PAGE 10 OF 11 JUL302325 FZL 102 @NNNN XXXXXXXXXXXX -- DIVERSION NAV/LOG DATA -- XXXXXXXXXXXX PN0101 RC4453 POSN R ETA PFL DIS N/POSN M G/S TLB PREM SR S/H ATA AFL EET RETA IMT FF REQ AREM A/B TM/FUL KLAX ....... 001 LAX 138.2 18.6 00 045 ....... ... ....... M ..... ..../..... LAX ....... *CLB 1 PDZ 139.3 17.5 00 045 ....... ... 0.02 ....... 232M 1.1 ..... ..../..... *TOC ....... 090 8 PDZ .452 295 140.1 16.7 02 045 ....... ... 0.02 ....... 079M 8.2 0.8 ..... ..../..... *TOD ....... 090 13 PDZ .451 294 140.5 16.3 02 045 ....... ... 0.03 ....... 079M 8.2 0.4 ..... ..../..... PDZ ....... *DES 24 KONT 140.7 16.1 00 106 ....... ... 0.05 ....... 079M 0.2 ..... ..../..... KONT ....... 009 9 142.1 14.6 00 129 ....... ... 0.04 ....... 325M 1.4 ..... ..../..... XXXXXXXXXXX -- DIVERSION SECTOR NOTES -- XXXXXXXXXXXXX PN0101 RC4453 RC 4453 PLAN 0101 PAGE 11 OF 11 JUL302325 FZL 103 @NNNN .... END OF FLIGHT PLAN QFA11 -301 VHOJT YSSY/KLAX TOTAL NAV/LOG SEGMENTS (INCLUDING DPA/DIVERSION)- 11
  8. Hmm interesting I have never read/heard that, Stephen. Thanks! Cheers, Rudy
  9. I don't think so - I think it must be on from take-off until EDTO exit. It cannot be started in flight (reliably) from what I've read. Perhaps someone can confirm for us? Cheers, Rudy
  10. Don't worry too much about the naming, and the parameters largely depend on the airline that you're simulating. Not all 777s will have ETOPS 330 - it just means that they could if the airline jumped through the hoops and wanted it. As for as parameters go (and again, this largely depends on the airline/aircraft you are simulating). Times 737 - up to 180 mins 747 - can be unlimited (e.g. Qantas has an exemption for its A380 and 747s https://www.legislation.gov.au/Details/F2015L01949) 777 - up to 330 mins Fuel (from Paragraph 3.4.5.b https://www.icao.int/SAM/Documents/2014-EDTO/Draft EDTO Handbook edited only for training (2).pdf) Simplified, the document says that, at the most critical point, you must have (in addition to the bias figures in the first paragraph of this section): Fuel to cruise to destination at FL100 (or higher - see Notes below) 15 minutes of holding fuel @ 1,500' overhead destination Fuel to conduct an instrument approach and land (you could say around 300kg for the 737, 2000kg for the 747, and 1500kg for the 777). 5% reserve for wind (if not using an approved wind model - which we aren't) 5% fuel bias (as we do not have an approved fuel consumption monitoring program) Fuel for icing when it is forecast - I would generally turn icing on when you calculate your plan, unless you're sure there's not going to be icing SO! In your fuel policy, under EDTO at the bottom, set your wind error and fuel bias and wind error at 5%. In your aircraft settings, I would set up two scenarios: one for depressurisation, and one for one-engine-out depressurisation. The document above says the most fuel-critical scenario is the applicable one. The two worst scenarios can vary flight-to-flight, and would be either depressurised, or one engine out and depressurised. Sometimes aircraft will burn less fuel with one engine than two. So you'd be wise to have both, check on each flight plan you do which is the worst (i.e. requires the most fuel), and then disable the other in the aircraft settings and run the flight plan again. You'd then run out of fuel on the runway - there's a lot of discussion of this on Pprune, but it's what the regulations say. So for each scenario, I'd make your Reserve 1 in PFPX aircraft EDTO setup the 15 minutes @ 1,500', and your Reserve 2 the approach fuel amount. Your descent would be EMER and 1EOEMER respectively, and cruise will be LRC/300 knots-ish, and 1EOLRC/1EO 300knots-ish respectively, depending on the PFPX aircraft profile. The 737 will have its APU on from take-off to EDTO exit, and will obviously have it on for each scenario. Notes Some airlines carry extra oxygen so they can cruise above FL100 when depressurised for either a short or considerable time. For example, one Australian airline can cruise at FL140 for 8 hours in some of their aircraft, and not need to descend to FL100. This saves fuel. Airlines may add their own reserves on top of the regulations. For example, an Australian airline carries 30 minutes holding and approach fuel for depressurised. That is the ICAO regulation document (or a draft thereof) - each regulatory authority probably has its own interpretation of it. CASA in Australia have their own EDTO document, but is basically the same. There will be some flights where extra fuel is loaded to cover these scenarios - you can reduce this or get rid of it entirely sometimes by picking different airports. Sometimes you will require x amount of fuel at the most critical point, and have planned x amount of fuel left at that point. It's up to you as PIC if you're comfortable with this - it means if you use ANY extra fuel along the way to this critical point, you will have less than x fuel required. You could load extra fuel if you're uncomfortable with it. All of this is usually a pre-flight requirement, in-flight, the rules change, and you can basically go to any airport that can accommodate your aircraft and is safe to land at, depending on your airline's policy etc... I haven't mentioned weather minima for EDTO alternate selection - it's something that can vary between aircraft/airlines/regulations etc. I am not with enough knowledge to give you a guide on this. Maybe @dougsnow could give us a rough idea in this respect? He is a real dispatcher and has a lot of knowledge (obviously!) But you'll basically want to make sure you can land there given cloud, visibility, and crosswind component, with some margin. I am happy to be corrected on any aspect of this... Clear as mud? Post if you have any more questions. Cheers, Rudy
  11. Aircraft Carrier

    My guess is that you've have to add it as an airport. I am assuming this is possible, but I haven't tried. Cheers, Rudy
  12. Hi Heron, Basically, yeah. Basically calculate the "second" flight plan first. Cheers, Rudy
  13. Hi there, Basically, you put the amount of fuel you would like to tanker (i.e. to take fuel with you and plan to have it left over at your destination for the next leg) in the "Tanker" field. For example, your dispatcher/company might say that they would like to have 5 tonnes left over at the end of the flight for the next leg, for the reasons discussed below. You already plant to have 2.7 tonnes planned to be left over at the end of the flight in reserves (reserves, holding, alternate fuel etc.). You would then tanker an additional 2.3 tonnes to your destination. Airlines will usually tanker when the cost of fuel at the destination is expensive. An example would be Hobart, Tasmania, Australia. The fuel there is more expensive than in Melbourne or Sydney, where most of the flights come from, so the airlines tend to bring some fuel with them for the next leg. Other reasons could be that fuel at the destination is in shortage, contaminated, or of poor quality etc. Airlines will know exactly what their operating costs are in terms of carrying the extra weight of tanker fuel, as well as fuel costs at origin and destination. With this, their computer/dispatcher will give a suggested tanker load for a flight. Their computer/dispatcher has worked out the exact amount of fuel to take with you, and to possibly upload at destination, to make the flight as economic as possible. The airline may also have limits on when they will tanker, and how much, sometimes up to a maximum figure below MLW, or they may not tanker if the destination is forecast to have a wet or contaminated runway etc. For us with PFPX, we can't really calculate accurately when to tanker without knowing all the costs involved. Cheers, Rudy
  14. PFPX hotfix 1.28.8

    What more do you want? They have told us it will be fixed with the next release, it's not a show-stopper, so just give them some time to fix it. I know it's been a while, but is there really a massive hurry? The program is amazingly bug-free for such a complicated piece of software. You should have used FOC 2003 - crikey it was temperamental sometimes!