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Calculated/Totalizer Fuel & Pre-Fuelling TAGS

December 15, 2014 by Ken

After an 8 month hiatus – I returned to flying
Admin (3) Airline Pilot (68)
Allowances (4) Android (7) Apple (3) ATC
in August to the Los Angele route. On my
first trip, I noticed that during the return (1) B777 (59) B787 (2) Boeing (1) Books

sector from LA we had burnt more fuel than I (1) Christmas (1) Commuting (1) Diary (37)
could readily account for, and the FMC DJI (1) Droning (1) Dubai (1) EBA (2) EFB (2)
Progress Page Calculated Fuel was
somewhat lower than the Totalizer fuel (more
Flight
Emirates (2) Expat (2)

on this later). Techniques (55) Flight

Training (54) Internet (5) IT
Note : There are two means for determing fuel on board on the 777 – Totalizer Fuel Support (7) Jepessen (1) Lord Of The Rings (1)
(fuel sensed in the fuel tanks); and Calculated Fuel (calculated as fuel on board Meetings (1) Mobile (3) Mobile Apps (3) Music
since start by the Flight Management Computer FMC) (3) Overtime (2) Phantom (1) Photography (1)
PracticesTechniques
Over subsequent flights, and based additionally on feedback from other Instructors – it appears
we’re seeing some odd behavior in the Calculated/Totalizer split. From my experience (and that
(55) Smartphone
Qantas (1) Quadcopter (1)

(5) Tax (4) Web Sites (2)

of others) – the following is what I would expect to see from these two values. Note I’ve
validated my background data with other 777 operators who agree with my expectations.
RECENT POSTS
Calculated equal to Totalizer in the very early stages of flight; typically within a couple
hundred kg’s at top of climb; Tax Time : Crew Allowances (v3.4) [14Sep18]
Slow variance between steady state Totalizer and Calculated values; trending generally in Tax Time : Crew Allowances 2017/2018
one direction or another (Calculated exceeding Totalizer or vice-versa); {UPDATED 13AUG18)
Often a developing Calculated/Totalizer split will reverse it’s trend for a while; Reading Into/Beyond the Checklist
Split values of 1000 kg or more are unusual but not unheard of; usually towards the middle The Volcanic Ash Encounter
or last third of a long haul flight you would see this maximum value; GPS Failure and Subsequent Navigation
Such larger values have usually reduced to a few hundred kg’s approaching Top of Wide Body EBA 2017 Calculator [STOP
Descent; PRESS – UPDATE 01May18]
There has never been an absolute consistency of Calculated Higher or Lower than Totalizer KLAX Los Angeles SIDs & STARs
all the time across Aircraft/Sector/Season, etc. EBA Overtime Calculator (v2.6) [Update
27Oct17]
What I’ve been seeing however is the following:
Cold Temperature Altimetry Corrections
At Top of Climb, Calculated is up to 1000 kg below Totalizer; [Corrected 26Jun17]
This split tends to increase slowly over the rest of the flight, occasionally reversing back General Use Allowance Calculator
towards but not coming under the original Top of Climb 1000 Kg split Tax Time : Crew Allowances 2015/2016
At Top of Descent (3x LAX-Australia sectors so far) – a split of about 1500 kg’s; Calculated B777 – Rejected Landing
always below Totalizer. Clipboard Reference : 06Jul16
Ask 20 Questions …
Implications Low Missed Approach Altitude Restriction
It should be remembered that all FMC fuel predictions are based on the Calculated value. EBA Allowance Calculator (Domestic Only)
Based on the expected behavior of the aircraft systems – we have always trained that for most UPDATE
of a long haul flight, the FMC Calculated fuel on board (and hence the FMC fuel predictions) Deciding to Stop
are the more accurate figure. At the end of the flight – the Totalizer should be (more) accurate, Checking Crew in the Aircraft
but pilots are reminded to review the Calculated/Totalizer split – particularly those cases where EICAS VNAV STEP CLIMB
the Calculated is higher than the Totalizer, since this can lead to false impression of fuel state VNAV Path Intercept from Above
on descent. Basic Modes Engine Out Drift Down
Standing the Crew Up
With a 1500 kg lower Calculated value, and a slightly increased fuel burn – we are seeing the
777 Normal Procedures Flow Diagrams
FMC/EICAS [] INSUFFICIENT FUEL message, which cautions the crew that based on current
Engine Out Drift Down – and the FMA
FMC predictions, they will not land at Destination with enough fuel to conduct a missed
ACARS and Error Checking
approach and proceed to their Alternate with statutory reserves intact. This message is not a
Airspeed Unreliable
train smash – but it’s an indication that fuel consumption has been in excess of what was
EICAS CABIN ALTITUDE – Controllable?
planned, and combined with poor weather could lead to a diversion.
Totalizer vs Calculated Fuel
However if this message is coming up based on a falsely low Calculated value – in Droning
comparison to the higher Totalizer value – then this is a concern. I should mention that like all Slats Drive Go-Around
airlines there’s an active fuel monitoring program in place which utilizes extensive onboard 777 Autoflight Speed Protection – Asiana 214
recorded data to ensure that the aircraft is consuming fuel as it should, resulting in Weather Avoidance via Satellite
performance decrements that are maintained in both the flight planning system and the aircraft 50,000 volts into the MCP
to enable accurate fuel consumption prediction. Missed Approach Acceleration at ALT
Capture
Before I go much further, I’d better recap on the systems for those who are still catching up …
B777 Cruise CoG
When do you Rotate?
Boeing 777 Fuel Quantity Calculated/Totalizer Fuel & Pre-Fuelling
Indicating System (FQIS) Temperature Inversions and Takeoff
Totalizer Fuel Performance Calculation
Hi Temperature Departure Abu Dhabi
The FQIS system in the 777
Excel FIFO Calculator
works by bouncing sound waves
Using the Post Office as a Service … Not.
around the fuel tank, using 28
Tax Time : Crew Allowances 2013/2014
sensors in each main tank (20 in
LNAV for a Localizer Approach
the center tank) to determine the
Additional Notes – Paper QRH
quantity of fuel on board. Based
Carlos, from Apple Care
on the reception data returned by
Merry Christmas 2013
the probes (VOS is Speed of
Lord of the Rungs
Sound in the maintenance page
Are you ready to Close Doors, Captain?
shown right) – the FQIS
Tax Time : Crew Allowances 2012/2013
calculates the volume of fuel in
Clean, CON then …VNAV ENG OUT ->
the tank. Built in Densiometers (is
EXECute.
that a real word?) provide the fuel
Non Normal Management Model – ANC AAM
specific gravity (SG) to turn the volume into mass.
iCloud for Outlook/Windows – Does Apple
I’m not kidding – this is how it works. Think I’m STUPID?
FMC Scratchpad Messages
While the tanks are baffled (the other baffled, the FQIS is not confused; well mostly
The Boeing 787 – Evolutionary and
not) and compartmentalised over and above basic the Left/Right/Center
Revolutionary
nomenclature, the measurement can be subject to a number of errors including
An Ode to Joy
dynamic movement in flight (pitch/roll/yaw changes). Certification accuracy is based
Android Apps
on ground readings or level flight and even then the potential error is designed to be
Missed Approach Acceleration
less than 1% – which could be +/- 1470 Kg with full tanks. That said – in my
Decision Making Models
experience the system is far more accurate than this.
ENG OIL PRESS – A Simulator Scenario
The system is pretty good, but it can be seen that with an error rate proportional to Jetlag
the quantity being measured – it is likely to be far more accurate at the end of a long The risks of the ExPat Lifestyle.
flight than at the beginning. On top of this is the impact of flight dynamic effects such Managing the Mass (B777)
as reading the Totalizer as the aircraft turns over waypoints. As mentioned Assessing System Status/Performance
previously, the recommendation is to use the FMC Calculated over the Totalizer Paired Oceanic Transition Waypoints
value for most of a long haul flight – keeping in mind the Calculated/Totalizer split – Oceanic Arrival Transition and CPDLC
and evaluate both Calculated and Totalizer values when preparing for the arrival. Position Reporting
You Can’t Always Get What You Want
Moving on the the FMC Calculated value …
B777 EICAS/ECL Guide
Deep Blue Orchestra
Boeing 777 FMC Calculated
Top Of Climb Checks
Fuel On Board
How to get a ZFW from a changed TOW
The FMC calculated value is set using LNDG
to match the FQIS Totalizer value Setting Final Approach Speed … On Final
until engine start. At this point the Runway Change on Departure
Totalzier?value is taken as a base reference, and from this?point on the FMC Relief Crew on the Flight Deck
Calculated value is equal to the original Totalizer value at engine start, minus?the Will the REAL Ken Pascoe … stop stealing
fuel consumed by the engines. Fuel Flow transmitters in the engine are converted to my mail.
mass flow by the EEC’s and sent (per engine) through the Aircraft Information So, Who should Fly?
Management System (AIMS) to the FMCs. The FMC displays the fuel consumed by Perses, thy name is Ken …
each (LEFT / RIGHT) engine, the addition of these two values (FUEL USED), and Android Apps – Four
the value Calculated to be left on board. I’m so glad that YOU were up the front, Ken.
The accuracy of the fuel flow Fatigue – A Societal Issue; not just Aviation
figures range from 12% (at idle Outliers, Malcolm Gladwell
thrust) to 0.5% at cruise thrust. 777 Thrust Reference Setting Anomally
Since the cruise error rate is Performance Limited Takeoff
based on Fuel Flow (0.5% of How do YOU keep it up?
~8000 Kg/Hour) which therefore produces a potential error of 400 Kg/hour, less than My Friend the Chocolate Cake – 21 Years
the possible error of the Totalizer value. While nothing is certain – my experience is and Counting
that the accuracy of the calculated value is much better than this 400 kg/hr Jet Lag
certification limit. Airline Pilot : A Life of Irregularity
B777 EICAS [] FUEL SCAVENGE SYS
These values are shown on the Meetings Are Like … Trains
FMC Progress Page as Fuel The Boeing 787 … Perhaps.
Used Left/Total/Right, and are Hacked by Anonymous
used in the subtraction to Chocolate Cake instead of Nuclear Chicken.
calculate FMC Calculated Fuel. Is Ek leading the way?
This value is used throughout the Flaps Drive – Where are the Flaps?
FMC to predict fuel ahead at Worldle.net – Quite Cool.
waypoints throughout the flight to So what is the Killer EFB App?
Destination, and by implication EFB Adventures
the weight of the aircraft P&T Update : Visual Reference at the Minima
throughout the flight. Predicted Renewing My US Visa – Finally
weight impacts the forecast step Renewing My US Visa
climb points, which therefore Interview for Airline Management.
impacts fuel and time predictions at destination. Hands on the Controls, Please …
As mentioned before – over the course of a long flight my experience is the Commuting to Work
relationship between the two values can be characterized as: B777 Main gear steering and Thrust
Application
Calculated equal to Totalizer in the very early stages of flight; typically within a B777 TAC – Thrust Asymmetry
couple hundred Kg’s at top of climb; Compensation
Slow variance between steady state Totalizer and Calculated values; trending Android Apps – Three
generally in one direction or another (Calculated exceeding Totalizer or vice- B777 NNM Vref & Speed Additives
versa); B777 Dispatch without ECL
Often a developing split will reverse itself for a while; Landing with a Fuel Imbalance
Split values of 1000 kg or more are unusual but not unheard of; usually towards B777 Slats Drive & Flap Retraction
the middle or last third of a long haul flight you would see this maximum value; Multiple NNM’s and VRef Setting
Such larger values have usually reduced to a few hundred Kg’s approach Top of VNAV without LNAV without … VNAV
Descent; Lost in a world of IT Choice … Not.
In my experience is is unusual for one value to always?be below/above the other The Apple Experience
across different aircraft (or routes, seasons, etc). Android Apps – Two
Back when the Internet was a Wild Place …
So why are we seeing what we are seeing?
B777 Flap Extension
How Common Errors became Practices and
Investigations Techniques
Curly Contrails
While I chased down opinions and information from other 777 operators, we also asked for
How Slow Can You Go …
data from our instructors. My three flights notwithstanding it became clear that while the
Android Apps – One
Calculated/Totalizer anomaly was quite apparent (LAX -> Australia); on many flight fuel
Red Door Cafe, closed Sundays for … Family
consumption seemed higher as well. A?fuel consumption anomaly is an old story and there are
I was THAT GUY …
a number of avenues to explore, including excess cabin baggage, standard weights, aircraft
Infinidim Resurrection
weight, Jet A fuel calorific value, and others. However the Calculated/Totalizer was a perler.
Dreamliner in Oz ?
Then I sat down this week with Captain Bill Hunt, Chief Technical Pilot 777, from Boeing. With Lost Opportunities
some input from a Virgin Technical Pilot, we hit on a scenario which just might address most of
both issues …

Pre-Fuelling, Fuel Stratification, FQIS Accuracy

All our flights to LA arrive in the morning; all leave in the evening. All are pre-fuelled for the
evening departure up to about 90 tons of fuel (against an eventual departure fuel of 110-120
tons). The aircraft are then towed away from the stand, parked in the sun and left there, the
fuel heating up, before being towed back onto stand just before refuelling for departure late in
the evening. It’s a known phenomenon that such a process, particularly with large diurnal
variations in temperature, can result in “fuel stratification” in the Center Tank. Now don’t
bother?Googling this, because I can’t find a reference to it – but we’re theorizing that a center
tank with 40 tons of warm fuel, and 20 tons of colder fuel on top could result in an FQIS error.
Imagine the following scenario:

The aircraft arrives in from Australia. Passengers and crew disembark and the aircraft is
pre-fuelled with 90 tons. Since the mains hold about 60 tons, the mains are full and the
center tank takes the remaining 30.
The aircraft is now towed away to stand for the day. It’s now 9am. Any APU fuel
consumption comes from the Left Main Tank. On a warm day you could expect the fuel in
the tanks to warm appropriately.
At 9pm (or later) the aircraft is towed back to a stand. At about an hour before departure the
last 10 to 20 tons of fuel is finalised and fuelled. This additional fuel comes from ground
tanks which could be expected to be at a lower temperature than the fuel on the aircraft.
Now let’s suggest (and I have no evidence for suggesting this – it’s a hypothesis only) that
the FQIS at this point is under-reading the fuel in tanks by about 1000 kg. As such the
aircraft has 1000 kg (in the center tank) more than the pilots believe there is.
With the first engine start, the Calculated Fuel is set to the low-reading FQIS Totalizer value,
and the FMC starts to subtract the fuel flow value.
During taxi, unless Nigel Mansel is at the tiller, there’s unlikely to be much mixing to restore
accuracy to the FQIS reading. Hence the Totalizer at takeoff (and FMC Calculated) will be
similar – and still reading Low.
Takeoff is a different story and in combination with the pitch attitudes of climb on a center
tank with at least 20 tons of empty space – you would expect mixing to take place. This
would likely reduce the FQIS error, if not eliminate it all together.
Would the pilots notice? Probably not given they tend to be busy at this stage. Fuel is
something of a low priority after takeoff – and the engines consume fuel at about 26 tons an
hour during takeoff anyway. You wouldn’t see an increase, just a slightly lower decrease in
fuel with the normal consumption associated with Takeoff.
The aircraft reaches Top of Climb. At this point the Center Tank fuel is mixed, the FQIS
reading accurately. However the FMC Calculated value – divorced as it was?from the
Totalizer since Engine Start – is now committed to the higher value. The most obvious
evidence of this “Fuel Stratification – FQIS over-read phenomenon” (if it exists) – would be
a split at Top of Climb, with Calculated below Totalizer by at least the parked on stand
under-read.
Another impact of this would be the aircraft is at least 1000 kg heavier than planned. As
such you would expect the aircraft to burn 300-500 kg more over the course of the flight leg.
At the Destination, this scenario manifests as the FMC showing the aircraft short 1500 kg of
fuel at Destination – 1000 kg due the under-read; 500 for the increased weight of the
aircraft.
Any additional (Calculated less than Totalizer) worsens the perception of the situation as the
FMC shows you arriving without Alternate Diversion fuel – even as the FQIS shows 1500 kg
in the tanks the Calculated can’t see.

We’ve started looking at this in conjunction with Boeing technical. I can see a couple of in flight
short term solutions such as resetting calculated to totalizer at top of climb (having verified the
split is due to an on-stand FQIS under-read); but the first priority is to confirm the diagnosis – or
develop another one.

In Australia our aircraft do relatively short turns between sectors; in Abu Dhabi (where the
temperatures soar) – we don’t pre-fuel. This goes part way to explaining why we might see this
on LAX -> Australia (if this is actually what we’re seeing) and not anywhere else. It?would also
make this a seasonal phenomenon, with the anomaly?reducing or disappearing during the
Northern Hemisphere Winter. My?contacts with other airlines has failed to identify any airlines
that pre-fuel and sit the aircraft on the ground all day like we do in LA – which means I haven’t
been able to compare. Most agree the theory sound plausible …

We’re going to tactically eliminate the pre-fills on warmer days to see if the effect reduces, and
gather more comprehensive data on fuel consumption from crew over the coming weeks.
Boeing will no doubt be involved, and we all look forward to learning something new about the
aircraft!

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