Shaky Ass,

How many times. Don't drink and post....

Can someone please confirm Emirates' policy regarding alternates?

I recently had a conversation with a captain from another locally based operator who stated that they declare the second dubai runway as an alternate. Boy was he surprised when he found out that, in the event of an accident, BOTH would be closed! (picture the landcruisers/patrols/mercs with blacked out windows, all over the airport).

I agree with Trader and White Knight. Make the call to OPS and tell them their options.

By the way, does anybody know the error margings on the fuel indicators of a B 777.

On the 747 it is 1800 kg. So 3000 kg could be 1200 kg or 4800 kg.

So planning to go to an altn with 30 min isn't really an option.

sheikmyarse
 

please can i have some of whatever it is that youre smoking?

I normally smoke Skydrol

Fuel Accuracy on the 777
 

Pitch Up Authority....According to Boeing, the FQIS on the 777 which supplies info to the totalizer (ie fuel gauges) has a maximum error of +/- 1% with full tanks, improving to +/- 0.5% for a near empty tank.

The fuel flow transmitters, supplying FMC info, have an error of less than 0.5% during cruise conditions. (this info in EK FAQ doc)

777 FCOM also states that displayed totalizer quantity at the start of the flight can be between 99% and 101% of the actual fuel. Calculated is set equal to totalizer fuel before engine start. (therefore, while calculated is supposedly more accurate throughout the flight, it is only as accurate as it was at the start..with totalizer's 1% error rate.)

At the end of the day, I'm not about to put on an extra tonne of gas just because the gauges may be underreading by 1,000kg. It does however open up an interesting debate about which fuel figure you should use towards the end of the flight if there is a discrepancy.

Keep in mind that when you commit to DXB, what do you think most of the other EK jets are doing....?

Reality is that a large chunk of the airline are committing to the same destination at the same time, could get exciting.......

+1 vote totalizer

i'm just sayin'

Guy D'ageradar

Ok the 380 probably has the slowest min clean speed but can well and truly match all the other types at whatever speed required. All you have to do is ask. 180 till 10 and 160 till 4 is not a problem.

We do, as I'm sure you well know.

The problem is that, on all too regular a basis, these speeds are not complied with. Almost every shift that I have done recently, at least one a380, having read back the aforementiond speed requirement, is found to be doing 135 knots or so, 6 or 7 miles out (asked and confirmed, not just observed groundspeed). Furthermore, no-one seems to think it's worth telling the poor atco who is about to be suspended for losing separation!

I've said it many times on these forums and I'll repeat it again - if you can't comply with the speeds, PLEASE at least let us know. That way, we'll make allowances with the guy behind. Otherwise, someone is going around and I really don't see why it should be the guy who IS flying the speeds.

Does E.K. and their controlling Caa....have a robust system in place that records, publishes, and analyses in great detail all the "arrival" on chocks fuel?
Departure fuel always concerns the company the most...and...arrival fuel always concerns the pilots and passengers the most!
I expect the correct answer to the 20 minutes fuel confusion will be provided by the legal profession... eventually... when they sue the butt of the concerned Captain if he is still alive...and all available if he is not.

yes and no. if your azfw went down at least 1 ton from the ezfw then, upon arrival in dxb, you had your full ton or more.

mad

It really doesn't matter a rats ass, just take the fuel that you think you need for the situation you're in. Then circle WX and ATC on the copy of the Flight Log. (OFP)'"

Job Done!!!

Kamelchaser, that's my point ..... it counts at the end.

The "experts" who introduced the minimum C.F.P policy at Gulf Air told me they accepted and expected up to 5% of flights thus fuelled to divert due to a low fuel state.
They upped their fuel loads when they found it not cost effective in real life. They found they had irate passengers sometimes stuck for hours in all sorts of strange hotels and airports.
They then issued figures to Captains showing the cost of these diversions due fuel and their urgent request that Captains should always seek to avoid a low fuel diversion.
That is how they became... experts.
When asked on a Command interview to describe the Gulf Air fuel policy a F/O
said,... The G.F. fuel policy is very important... I think it is with Norwich Union or possibly Standard Life...he passed.:eek:

If you divert with a low fuel state doesnt mean you will land safely at this sometimes rural airport... I personally prefer to have options. I think I will have a longer life after retirement with less stress during my work life..:zzz:

And that, Payscale, says it all. Period, the end. The final analysis, don't put the stress on yourself.

Otherwise you may have to go fatigued...and save them a few tons of fuel by not flying.