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Originally Posted by cessnapete
(Post 10370055)
Aren’t QF 787 Cat IIIC. No cloud base,100m vis as most LHR Operators? |
I'm hearing that the new flight planning system (constellation) takes quite a bit of time to run each version of the plan.
Pure and utter uncorroborated scuttlebutt (this is a rumour network) is the flight planners don't have good visibility into the "internals" of the plan in progress to see where it is trending to add manual tweaks. Basically it spits out a complete plan. If the plan isn't suitable for whatever reason (read reduced payload), the planners have to completely re-run the plan (about 30 min) with the tweaks to see what pops out. Wash rinse and repeat. |
Bonuses all round then!
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QF 787 is CAT3B (0' RA / 75m) and can make use of reduced alternate weather criteria to use alternates below standard alternate criteria but above CAT1 RVR/vis.
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If that was the case they'd reduce the payload, not cancel the flight! Full tanks are full tanks, reducing payload/blocking seats doesn’t miraculously produce more fuel when the tanks are already full. What I was implying, (perhaps a little too subtly), was that maybe with the enroute winds and TAF for arrival, full tanks was less than the min op fuel required, even with no pax/freight. RD got it. |
It’s not a question of aircraft capability. It’s the fuel policy and also flight time limitations.
If both Heathrow and Gatwick are below CAT 1 visibility you cannot take advantage of the reduced alternate weather criteria. Unsurprinsingly during winter it’s not uncommon for many airports to all be under CAT 1 visibility in the morning hours. |
Originally Posted by Qanchor
(Post 10370109)
Full tanks are full tanks, reducing payload/blocking seats doesn’t miraculously produce more fuel when the tanks are already full. |
Originally Posted by knobbycobby
(Post 10370112)
It’s not a question of aircraft capability. It’s the fuel policy and also flight time limitations.
If both Heathrow and Gatwick are below CAT 1 visibility you cannot take advantage of the reduced alternate weather criteria. Unsurprinsingly during winter it’s not uncommon for many airports to all be under CAT 1 visibility in the morning hours. |
So why didn’t the flight depart? |
Originally Posted by cessnapete
(Post 10370336)
Planning on a forecast that is 17 hours old when you arrive? In my airline on ULR flights plan for somewhere en route that is forecast to be above CAT l and reflightplan if possible with actuals nearest your planned destination? Doesn't explain why it didn't depart though - the good ol'fashion rumour about a new flight planning software sounds pretty Qantas-like also. |
Originally Posted by UnderneathTheRadar
(Post 10370346)
I think we've already established that for QF9/10 to work - its LHR or LGW only due to the disruption factor of going elsewhere - departing for an alternate and betting the sheep station on an improvement is very different to departing better than CAT1 and running the risk of a deterioration to the point that no CAT3B is possible (I'm not a flyer for a living - out of curiosity, what are the rules if an airfield goes below CAT1 when enroute for a ULR flight? Must re-plan including fuel to an alternate - enough fuel to miss then divert or, if not enough for that, must divert?)
Doesn't explain why it didn't depart though - the good ol'fashion rumour about a new flight planning software sounds pretty Qantas-like also. |
Here is a suggestion - perhaps they could plan a refuel stop somewhere like oh - I don't know - Dubai :}
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Constellation is the problem. |
Originally Posted by Troo believer
(Post 10371139)
Constellation is the problem. How can you blame Constellation? It calculates the fuel to 3 decimal places... :rolleyes: |
Originally Posted by Troo believer
(Post 10371139)
Constellation is the problem. |
Originally Posted by Derfred
(Post 10371353)
Capricorn is still there pumping out flight plans for other fleets... why can’t they whip out a backup Capricorn plan? |
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