Narrative:

Dispatch has asked us for the fuel estimate at s08e175. We found this puzzling as this was not the [re-dispatch point]. So we sent back the info. For the point above and the [re-dispatch point] (s13e170).required fuel received for minimum fuel of 47.5Crossed s08e175 with 55.6 fuelbuild ups occurring ahead of uswe were trying to avoid build ups; and were cleared via controller pilot data link communications to deviate up to 10 miles left. As we approached the re-dispatch point s13e170; we needed to deviate further left; and I then sent another request for a further 10L. We received this authorization for this; and the pilot flying (PF) proceeded to deviate up to 20L of track.once we were clear of the most threatening weather; the PF requested for direct s13e170 to be put into the FMS; which I did promptly. The fuel totalizer showed 48.9 at this point; and we were about 40 miles to that point.we crossed the [re-dispatch point] with the totalizer showing 46.9; while the calculated fuel showed 47.2. PF decided to advise the captain (ca) of the situation; and requested he return to the cockpit. After briefing the ca; and checking the fom; we decided to ask for an updated analysis of the fuel requirement at the [re-dispatch point]. As this was the time for crew change; the ca decided to be back in his seat; and we swapped out - I left the cockpit for my scheduled rest. Note: the calculated fuel has been showing a steady negative difference from the flight plan; during the previous few hours. I had also updated the winds to get more accurate results. The fuel score at the [re-dispatch point] was -1.2. Some of this could be attributed to the offset route we were on; avoiding weather; but the accuracy of the calculated vs. Totalizer has to be considered as well.as pilot monitoring; I need to increase cognizance of the fuel situation. With the many tasks at hand; our primary goal was of the safety of flight amidst the build ups/weather along route of flight. While I had been monitoring the fuel while cross checking the score on the flight plan; I should have looked far enough ahead to warn the PF that our fuel situation would be compromised per the [flight plan]. In multi-tasking all the actions; I will be remind myself to keep a watchful eye out for all factors; including fuel required over the [re-dispatch point]. As an aid; I had marked out the [re-dispatch point]; and I will add a high light over the fuel to indicate the required number.

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Original NASA ASRS Text

Title: B747 First Officer reported arriving at their re-dispatch point with 1200 pounds less fuel than required by the flight plan and FAR's. The Captain was called to the flight deck and made aware of the situation. The reporter went on break and apparently the flight continued to destination.

Narrative: Dispatch has asked us for the fuel estimate at S08E175. We found this puzzling as this was not the [re-dispatch point]. So we sent back the info. For the point above AND the [re-dispatch point] (S13E170).Required fuel received for Minimum Fuel of 47.5Crossed S08E175 with 55.6 FuelBuild ups occurring ahead of usWe were trying to avoid build ups; and were cleared via Controller Pilot Data Link Communications to deviate up to 10 miles L. As we approached the re-dispatch point S13E170; we needed to deviate further left; and I then sent another request for a further 10L. We received this authorization for this; and the Pilot Flying (PF) proceeded to deviate up to 20L of track.Once we were clear of the most threatening Weather; the PF requested for direct S13E170 to be put into the FMS; which I did promptly. The fuel totalizer showed 48.9 at this point; and we were about 40 miles to that point.We crossed the [re-dispatch point] with the totalizer showing 46.9; while the calculated fuel showed 47.2. PF decided to advise the Captain (CA) of the situation; and requested he return to the cockpit. After briefing the CA; and checking the FOM; we decided to ask for an updated analysis of the fuel requirement at the [re-dispatch point]. As this was the time for crew change; the CA decided to be back in his seat; and we swapped out - I left the cockpit for my scheduled rest. Note: The calculated fuel has been showing a steady negative difference from the flight plan; during the previous few hours. I had also updated the winds to get more accurate results. The fuel score at the [re-dispatch point] was -1.2. Some of this could be attributed to the offset route we were on; avoiding Weather; but the accuracy of the calculated vs. totalizer has to be considered as well.As Pilot Monitoring; I need to increase cognizance of the fuel situation. With the many tasks at hand; our primary goal was of the safety of flight amidst the build ups/weather along route of flight. While I had been monitoring the fuel while cross checking the score on the flight plan; I should have looked far enough ahead to warn the PF that our fuel situation would be compromised per the [flight plan]. In multi-tasking all the actions; I will be remind myself to keep a watchful eye out for all factors; including fuel required over the [re-dispatch point]. As an aid; I had marked out the [re-dispatch point]; and I will add a high light over the fuel to indicate the required number.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.