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Planned Re-release Proc. For Intl Flights  
User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Posted (12 years 11 months 1 week 14 hours ago) and read 3372 times:

Can anyone give me a real world example of a planned re-release.

What factors are considered when deciding on the re-release point.

How does one determine if the flight has enough fuel for the re-release.

Is the re-release a second flight plan? Or part of the original.

Is the original flight plan considered an international flight plan.

I am a little embarassed to have forgotten this info. But then again I have never done one.

If any one can start off slow with the ABC and tell me what they know it would be appreciated.

Thanks

JET

9 replies: All unread, jump to last
 
User currently offlineAAR90 From United States of America, joined Jan 2000, 3451 posts, RR: 47
Reply 1, posted (12 years 11 months 1 week 11 hours ago) and read 3302 times:

>Can anyone give me a real world example of a planned re-release.

Sorry, don't have one handy.

>What factors are considered when deciding on the re-release point.

Computers figure out the exact point in today's world, but the basics are a balance of alternate airports available, fuel to destination from re-release point, fuel to alternate(s) from re-release point, and a host of communications issues -- in case you divert to alternate. Computers normally seek minimum cost alternatives with some biasing by individual company preferences.

>How does one determine if the flight has enough fuel for the re-release.

Basically the same rules as for normal dispatch of a flight. At each re-release point the crew must determine if they have sufficient fuel to be re-released from that point. If not = divert.

>Is the re-release a second flight plan? Or part of the original.

Officially, it is a single flight plan with multiple flight segments. If everything meets re-release criteria, the flight continues. If not, the flight diverts.

>Is the original flight plan considered an international flight plan.

Yes.



*NO CARRIER* -- A Naval Aviator's worst nightmare!
User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 2, posted (12 years 11 months 1 week 10 hours ago) and read 3285 times:

I am guessing that this is taking advantage of the uncertainty of winds aloft.

I want to get deeper into it. I want to know the dispatch requirments.

I thought that the rational thinking of a re-release was to allow an aircraft that may otherwise not be able to make the trip due to the international 10% additional requirment for flight planned fuel.

The re-release, unless I'm mistaken, allows the airplane to only carry the additional 10% from the re-release point instead of from the aircraft departure point.

JET


User currently offlineFDXmech From United States of America, joined Mar 2000, 3251 posts, RR: 35
Reply 3, posted (12 years 11 months 1 week 10 hours ago) and read 3276 times:

FDX uses a planned rerelease on their KIX (Kansai)-MEM flight using the MD11.

Without a rerelease type flight plan, the flight would have to be dispatched to Memphis with a fuel load conforming to international flight requirements with a relatively large amount of contingency fuel leftover after landing in MEM (providing their were no outstanding contingencies).

With the re-release flight plan, the aircraft has an initial release point near KOAK with the associated int. fuel requirements to satisfy this sector. The aircraft then continues on to KMEM using domestic fuel contingency requirements from the re-release point somewhere off KOAK to its final destination, KMEM. This provided of course that they are legal, fuel wise, to continue on.

I recently read a very informative article regarding this subject put out by FDX. Its somewhere in the house but of course I can't find it. This is where I derived this information, I think it's relatively accurate.



You're only as good as your last departure.
User currently offlineAAR90 From United States of America, joined Jan 2000, 3451 posts, RR: 47
Reply 4, posted (12 years 11 months 1 week 10 hours ago) and read 3271 times:

Detailed specifics would be tailored to the individual airline, but here's the basics for AA's re-release procedures:

A. The ATC flight plan is filed to the scheduled destination. However, Dispatch releases the flight to an "intermediate" airport. The fuel plan meets all requirements including the 10% enroute reserve to the intermediate airport and is displayed in the left hand column of the fuel block.

B. The re-release is normally transmitted by Dispatch to the flight within two hours prior to arrival at the designated re-release point, but no later than the re-release point. The re-release states the minimum re-release fuel based on updated conditions. Weather and/or field conditions at the destination or alternate airport will be included if there are changes since the original weather briefing.

C. If the re-release has not been received on hour prior to the re-release point, the Captain should attempt to contact Dispatch......

D. If the flight has received a re-release from Dispatch upon arrival at the re-release point and the specified fuel is aboard, the flight may proceed to the scheduled destination.

E. If a re-release from Dispatch has not been received by the re-release point, or the flight does not have the required fuel aboard, the flight must proceed to the intermediate airport or its alternate.

Simply stated, a re-release is a method to reduce the flight time for the last segment of flight (the last re-release) thereby reducing the fuel required aboard (fuel burn + alternate + reserve). This permits reduced operating costs and/or increased flight distance/time. Each re-release must comply with applicable regulations for that release, but no other re-release segments for that flight.



*NO CARRIER* -- A Naval Aviator's worst nightmare!
User currently offlineAmbasaid From , joined Dec 1969, posts, RR:
Reply 5, posted (12 years 11 months 1 week 8 hours ago) and read 3260 times:

The major saving on rerelease is the ability to cut down the legally required contingency fuel, which can be up to 10% of trip fuel.

Take a B747 14 hour flight into JFK altn PHL, the total enroute fuel will be in the region of 140000 kgs, the 10% contingency for this is 14,000 kgs.

If you use a re-release 90% along the route, the flight is then refiled on a 1.5 hour sector, fuel burn 15,000 kgs, contingency 1,500 kgs, a saving of 12,500 kgs of fuel on takeoff.

(I've just used 10,000 kgs per hour for simplification.)

Jet, its not really a case of can the aircraft make the flight or not, that 12,500 kgs of fuel is now converted in to revenue earning payload.


User currently offlineJETPILOT From United States of America, joined May 1999, 3130 posts, RR: 29
Reply 6, posted (12 years 11 months 1 week 6 hours ago) and read 3259 times:

Got it !!!

Thanks for the help.

JET


User currently offlineJoe From United Kingdom, joined Oct 2005, 0 posts, RR: 0
Reply 7, posted (12 years 11 months 6 days 11 hours ago) and read 3245 times:

I'll try to be brief.

At JAL there are 2 types of Re-releases(or reclearences as we call them); payload and fuel economy.

Payload: Where the forecasted payload can't be accommodated on a direct flight to the final destination, a flight plan is made to an intermediate destination(from our companies pre-approved list) which will accommodate the payload. This flight plan must meet certain minimum fuel requirements(the standard: burn off, contignecy, alternate, holding fuel, and minimum total reserve for ETP operations, plus a minimum required extra fuel), or the payload is reduced. This flight plan will have a reclearence point(from a pre-assigned list depending on the routes/intermediate destination) where the "decision" will be made by the Pilot and Dispatcher via ACARS/HF radio(based on update enroute wind forecasts/performance data and weather forecasts for destinations).

Fuel economy: A fuel economy flight plan(to save fuel) can be made provided certain weather forecast criteria are met at the destintaions(intermediate, final destination and alternate for both). The fuel requirements are the same with the exception of the extra fuel; more extra fuel is required.

JAL has always been more conservative with their fuel requirements, being more concerned with the inconenvience to the passenger of an enroute diversion, then fuel savings.

I Hope this is clear.


User currently offlineDougindispatch From , joined Dec 1969, posts, RR:
Reply 8, posted (12 years 11 months 3 days 9 hours ago) and read 3215 times:

I wrote a flight planning program for a B747-400 which faithfully emulates the flight planning/operations rules for international flights, called PS1FPLAN. The link below is a sample flight release for a US FAR 121 flight from JFK to JNB (Jo'berg South Africa). The flight is initially dispatched into Windhoek Namibia (FYWH), with a plan to redispatch the flight into JNB over ILDIR intersection.

The left column details the fuel requirements for the initial dispatch from JFK into WDH, using KMP (FYKT) as the alternate. 359900 lbs is the minimum fuel to launch to WDH using full 121 10% flag reserves. Launching out of JFK with 365000 on board brings JNB into range, with a 200NM Alternate (BFN/FABL).

The right column details the fuel requirements from the redispatch fix (ILDIR intersection) onto JNB. This column is ADVISORY ONLY, and is replaced with the actual redispatch release, issued no more than 2hours prior to the redispatch fix. In the advisory, 69.5 is the initially planned min fuel over ILDIR, and the flight planned fuel is 77.5 over ILDIR, giving 8.0 as contingency fuel over ILDIR.

Hope this helps!
http://www.ps1fplan.com/rdsexp.jpg


User currently offlineBuff From Australia, joined Mar 2007, 0 posts, RR: 1
Reply 9, posted (12 years 11 months 1 day 12 hours ago) and read 3181 times:

Interesting. In Canada, we use the term "Refile". The flight plan destination is a point short of the desired destination, with the refile activated after consultation with dispatch. ATC is then advised of the new final destination. Additionally, our enroute reserve required for international is only 5% of trip fuel. Approaching the refile point (typically a westbound flight across the Atlantic with the 757), so long as we are "domestic" by that point, all that is required is fuel to destination, alternate (if required), and holding reserve.

Best Regards,

Buff


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