Narrative:

ZZZZ2 runway xy PAPI was NOTAM out of service (OTS). Thus; runway xy was unusable due to terrain and company limitations. The prevailing winds almost always favor runway xy in ZZZZ2. Prior to departure I requested the extended range twin operations (ETOPS) alternate to be revised from ZZZZ2 to ZZZZ3. Release #2 didn't indicate the change I requested. During flight I was unable to place a call to dispatch via satcom and had to communicate with dispatch via HF patch. It was very difficult to communicate with dispatch; nevertheless; I was finally able to verify the ETOPS alternate was changed to ZZZZ3 prior to entering ETOPS airspace. It became a challenge for me to receive my 90 minutes of far 117 rest requirement; nevertheless; I was able to barely receive it. The satcom system installed in ZZZZ3 base aircraft [are] often unusable in this part of the world.in the past; I have asked dispatchers why they assign us ZZZZ4 as an ETOPS alternate. The answer I sometimes receive; 'this is the ETOPS alternate assigned to the optimized flight plan (ofp).' this is not what I want to hear as a captain. There needs to be more thought and human interaction in the planning stage prior to dispatch accepting an ETOPS alternate produced by [the computer]. For numerous reasons; ZZZZ4 and some other island airports should not be accepted as an ETOPS alternate.prior to departure; runway xy PAPI was NOTAM OTS. Winds were slightly favoring runway za in ZZZZ2. However; tempo forecasted the winds to favor runway xy. ZZZZ4 was experiencing heaving rainstorms and was forecasted the same. The dispatcher did not assign an alternate; instead provided us with far island reserve fuel of two (2) hours. If we had to divert to ZZZZ3 due to weather; winds; runway xy PAPI being out of service; etc. We would have landed with approximately 3;000 ~ 4;000 pounds of fuel in ZZZZ3 per release #01. Of course; this was unacceptable to me. The dispatcher contacted ZZZZ2 ops to verify the status of runway xy PAPI. According to the dispatcher; the PAPI was back in service even though it was scheduled to remain OTS by our arrival time. Attached is a message from dispatch I received via ACARS indicating the ZZZZ2 PAPI was back in service. I added additional fuel to provide me 6;000 pounds of fuel over ZZZZ3. The agreement with the dispatcher was I would carry the current payload and fly at a higher altitude than flight planned with the understanding I would configure the aircraft early for landing burning the additional fuel required to land at 146;300 pounds. This would provide me 6;000 pounds of planned fuel over ZZZZ3 prior to beginning the approach in ZZZZ2.during flight I received an ACARS message from dispatch the ZZZZ2 runway xy PAPI was intermittent. Please refer to attach ACARS message. How does the PAPI status in ZZZZ2 change from back in service to intermittent within less than 2 hours? As the captain; I agreed to accept the current ofp considering the runway xy PAPI was back in service per dispatch. Throughout the flight the winds slightly and consistently favored runway za. Base on the winds; we elected to configure early and burn the require fuel to land runway za. Initial approach fix inbound a moderate rainstorm moved over the airport and the winds began to shift. Approximately 300 feet above touchdown zone elevation; we had an 18-knot tailwind and elected to do a go-around. At this point; ZZZZ3 was not an option due to our fuel status; ZZZZ4 was not an option due to experiencing heavy rainstorms; obviously ZZZZ2 runway za was not an option due to the tailwind and ZZZZ2 runway xy most likely would not be an option due to the PAPI status of intermittent. We were boxed in without any good viable options! We chose to fly the ZZZZ2 runway xy RNAV approach. The plan was to fly the approach all the way to minimums. If we didn't have stable PAPI guidance by minimums and we would miss the approach. We would then deviate as necessary from any far; fom; FM requirements to get the aircraft safely on the ground. Fortunately; we had stable PAPI guidance and landed the aircraft safely without further event.I was flying with two new first officers. I explained to them my decision making process of adding additional fuel in ZZZZ and how quickly island weather can change; forecasted or not. After landing in ZZZZ2; one first officer stated; 'the weather changed as quick as you predicated it could change!' there should be additional training and experience level for some of the dispatchers. They need to better understand the challenges we face in island flying in the [island airports] system. For example: don't just except ZZZZ4 as an ETOPS alternate because [the computer] produced it and it is legal. A better understanding of why landing single engine in ZZZZ4 at night is not a good idea. 1) it is not a good idea due to the short runway. 2) the airport lights may or may not be operable. 3) even though the airport may appear to be open; by the time we arrive the fire crash rescue and airport operations would have not arrived at the airport. This has happened several times in the past when diverting to ZZZZ4 in a non-emergency situation. There needs to be a better understanding of prudent fuel requirements. Many times I have received far minimum fuel over alternate and had to call dispatch to increase it. In some instances; the dispatcher could not understand why I was unwilling to accept approximately 3;500 ~ 4;500 pounds of fuel over an island alternate. What if we had a new flight crew and a new dispatcher to the system? This is not a good combination considering the current training and experience level. I got the feeling the dispatcher was overloaded with work. When asking for important information for the station manager and for my flight; he was unwilling to answer my questions. He cut me off in a rude manner and to say the least; he was less than professional!we need better island airport infrastructure; maintenance; approach landing system options to name a few of many necessary island airport improvements required. Lately; PAPI at other island airports have been NOTAM OTS. Even though it is legal and not limited by the company; it is not in the best interest of safety to land at night without visual guidance at these island airports with short runways. The illusion a pilot receives flying into these airports at night; is like flying into a black hole.as the flight crew; we need a better and more stable satcom system in our aircrafts! HF communications in the ZZZZ3 system is very challenging and sometimes impossible! During flight and on the ground in ZZZZ2 we were receiving ACARS messages 30 ~ 60 minutes after they have been sent/requested. The ACARS system data transmission was blocked up with excessive data. Thus; causing us not to receive important and necessary messages in a timely manner. Ultimately; this issue including other factors caused an approximate one-hour late arrival in ZZZZ3. By the end of this pairing; I was fatigued. This is a very challenging and fatiguing pairing and needs be redesigned!

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Original NASA ASRS Text

Title: Boeing 737 Captain reported being unhappy with the alternate airport on the flight plan; so he attempted to contact the Dispatcher to change it. He couldn't get ahold of him on the SatPhone because he said it's sub-par equipment on their aircraft.

Narrative: ZZZZ2 Runway XY PAPI was NOTAM Out of Service (OTS). Thus; Runway XY was unusable due to terrain and Company limitations. The prevailing winds almost always favor Runway XY in ZZZZ2. Prior to departure I requested the Extended Range Twin Operations (ETOPS) alternate to be revised from ZZZZ2 to ZZZZ3. Release #2 didn't indicate the change I requested. During flight I was unable to place a call to Dispatch via Satcom and had to communicate with Dispatch via HF patch. It was very difficult to communicate with Dispatch; nevertheless; I was finally able to verify the ETOPS alternate was changed to ZZZZ3 prior to entering ETOPS airspace. It became a challenge for me to receive my 90 minutes of FAR 117 rest requirement; nevertheless; I was able to barely receive it. The Satcom system installed in ZZZZ3 base aircraft [are] often unusable in this part of the World.In the past; I have asked Dispatchers why they assign us ZZZZ4 as an ETOPS alternate. The answer I sometimes receive; 'This is the ETOPS alternate assigned to the optimized Flight Plan (OFP).' This is not what I want to hear as a Captain. There needs to be more thought and human interaction in the planning stage prior to Dispatch accepting an ETOPS alternate produced by [the computer]. For numerous reasons; ZZZZ4 and some other island airports should not be accepted as an ETOPS alternate.Prior to departure; Runway XY PAPI was NOTAM OTS. Winds were slightly favoring Runway ZA in ZZZZ2. However; TEMPO forecasted the winds to favor Runway XY. ZZZZ4 was experiencing heaving rainstorms and was forecasted the same. The Dispatcher did not assign an alternate; instead provided us with FAR island reserve fuel of two (2) hours. If we had to divert to ZZZZ3 due to weather; winds; Runway XY PAPI being out of service; etc. we would have landed with approximately 3;000 ~ 4;000 pounds of fuel in ZZZZ3 per release #01. Of course; this was unacceptable to me. The Dispatcher contacted ZZZZ2 Ops to verify the status of Runway XY PAPI. According to the Dispatcher; the PAPI was back in service even though it was scheduled to remain OTS by our arrival time. Attached is a message from Dispatch I received via ACARS indicating the ZZZZ2 PAPI was back in service. I added additional fuel to provide me 6;000 pounds of fuel over ZZZZ3. The agreement with the Dispatcher was I would carry the current payload and fly at a higher altitude than flight planned with the understanding I would configure the aircraft early for landing burning the additional fuel required to land at 146;300 pounds. This would provide me 6;000 pounds of planned fuel over ZZZZ3 prior to beginning the approach in ZZZZ2.During flight I received an ACARS message from Dispatch the ZZZZ2 Runway XY PAPI was intermittent. Please refer to attach ACARS message. How does the PAPI status in ZZZZ2 change from back in service to intermittent within less than 2 hours? As the Captain; I agreed to accept the current OFP considering the Runway XY PAPI was back in service per Dispatch. Throughout the flight the winds slightly and consistently favored Runway ZA. Base on the winds; we elected to configure early and burn the require fuel to land Runway ZA. Initial approach fix inbound a moderate rainstorm moved over the airport and the winds began to shift. Approximately 300 feet above touchdown zone elevation; we had an 18-knot tailwind and elected to do a go-around. At this point; ZZZZ3 was not an option due to our fuel status; ZZZZ4 was not an option due to experiencing heavy rainstorms; obviously ZZZZ2 Runway ZA was not an option due to the tailwind and ZZZZ2 Runway XY most likely would not be an option due to the PAPI status of intermittent. We were boxed in without any good viable options! We chose to fly the ZZZZ2 Runway XY RNAV approach. The plan was to fly the approach all the way to minimums. If we didn't have stable PAPI guidance by minimums and we would miss the approach. We would then deviate as necessary from any FAR; FOM; FM requirements to get the aircraft safely on the ground. Fortunately; we had stable PAPI guidance and landed the aircraft safely without further event.I was flying with two new First Officers. I explained to them my decision making process of adding additional fuel in ZZZZ and how quickly island weather can change; forecasted or not. After landing in ZZZZ2; one First Officer stated; 'the weather changed as quick as you predicated it could change!' There should be additional training and experience level for some of the Dispatchers. They need to better understand the challenges we face in island flying in the [Island airports] system. For example: Don't just except ZZZZ4 as an ETOPS alternate because [the computer] produced it and it is legal. A better understanding of why landing single engine in ZZZZ4 at night is not a good idea. 1) It is not a good idea due to the short Runway. 2) The airport lights may or may not be operable. 3) Even though the airport may appear to be open; by the time we arrive the Fire Crash rescue and Airport Operations would have not arrived at the airport. This has happened several times in the past when diverting to ZZZZ4 in a non-emergency situation. There needs to be a better understanding of prudent fuel requirements. Many times I have received FAR minimum fuel over alternate and had to call Dispatch to increase it. In some instances; the Dispatcher could not understand why I was unwilling to accept approximately 3;500 ~ 4;500 pounds of fuel over an island alternate. What if we had a new Flight Crew and a new Dispatcher to the system? This is not a good combination considering the current training and experience level. I got the feeling the Dispatcher was overloaded with work. When asking for important information for the Station Manager and for my flight; he was unwilling to answer my questions. He cut me off in a rude manner and to say the least; he was less than professional!We need better island airport infrastructure; maintenance; approach landing system options to name a few of many necessary island airport improvements required. Lately; PAPI at other island airports have been NOTAM OTS. Even though it is legal and not limited by the Company; it is not in the best interest of safety to land at night without visual guidance at these island airports with short Runways. The illusion a pilot receives flying into these airports at night; is like flying into a black hole.As the Flight Crew; we need a better and more stable Satcom system in our aircrafts! HF communications in the ZZZZ3 system is very challenging and sometimes impossible! During flight and on the ground in ZZZZ2 we were receiving ACARS messages 30 ~ 60 minutes after they have been sent/requested. The ACARS system data transmission was blocked up with excessive data. Thus; causing us not to receive important and necessary messages in a timely manner. Ultimately; this issue including other factors caused an approximate one-hour late arrival in ZZZZ3. By the end of this pairing; I was fatigued. This is a very challenging and fatiguing pairing and needs be redesigned!

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.