Narrative:

This report addresses the details of a flight with a diversion for fuel. The pre-takeoff conversation with the dispatcher was routine; and the dispatcher's plan was accepted showing an arrival fuel of approximately 18;000 pounds and arriving approximately four minutes late. Due to winds enroute and inclement weather in europe; the plan was to fly a re-dispatch flight plan. The planned landing fuel of approximately 18;800 pounds seemed adequate although raising the fuel 2;000 pounds was considered due to the flight history record showing five of the last seven flights exceeding the planned burn by about that amount. The flight departed on time; with a normal taxi time and fuel and brake release at the cleared fuel amount. Shortly after takeoff climbing through approximately 15;000 ft; we experienced an EICAS elec gen drive left (electric generator drive left) message which directed disconnecting the left generator drive and starting the APU. At this point all four pilots were still on the flight deck. Although we understood the operational implications; there might be an ETOPS impact we were not aware of. We requested and received clearance to hold at the next point along our route of flight; which was within ten miles of our present position. After consulting with dispatch and maintenance it was determined we could continue to our planned destination with a total penalty of approximately 8;400 pounds for continuous APU operation and drag from the APU inlet door. We would land with an acceptable; but not generous; fifty plus minutes of arrival fuel at our destination. The total delay to assess and determine our action was less than ten minutes. As the flight progressed it became apparent that the fuel burn was exceeding the dispatch estimate and the updated fuel usage log figures by an average of 200-300 pounds/hour. Dispatch was informed before coast-out that we were over burning their estimate but we were fairly confident we could make the ocean crossing with adequate reserves. If not; we would stop at our planned refueling station. Before going on break; the relief pilots were instructed to inform me if the landing fuel changed significantly or a divert seemed likely. In several communications with dispatch as the flight progressed; it became apparent that the fuel would be 1;000-2;000 pounds below the fuel required at the re-dispatch fix. I asked that all options be examined to allow the flight to continue to the planned destination but the dispatcher informed me that no scenario would allow us to continue to that airport and they were planning a divert for refueling. I asked if crew duty issues would become a factor and I was told that duty time would not likely be an issue. Landing at the divert airport was uneventful; with arrival fuel around 11;000-12;000 pounds. Ground handling was very slow; taking approximately 45 minutes from landing to block in; due to a jetway steering problem. The station finally resorted to using a stair truck to access the aircraft from door 1R. Departure from the divert airport was uneventful; and the flight arrived in at our destination approximately two hours twenty minutes later than scheduled arrival time.

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Original NASA ASRS Text

Title: A B777 Captain reported that after takeoff on an oceanic flight the EICAS alerted ELEC GEN DRIVE L which required that the APU generator be ON for ETOPS operations. Because of the increased APU fuel burn the flight had a fuel stop at the re-dispatch diversion airport.

Narrative: This report addresses the details of a flight with a diversion for fuel. The pre-takeoff conversation with the Dispatcher was routine; and the Dispatcher's plan was accepted showing an arrival fuel of approximately 18;000 LBS and arriving approximately four minutes late. Due to winds enroute and inclement weather in Europe; the plan was to fly a re-dispatch flight plan. The planned landing fuel of approximately 18;800 LBS seemed adequate although raising the fuel 2;000 LBS was considered due to the flight history record showing five of the last seven flights exceeding the planned burn by about that amount. The flight departed on time; with a normal taxi time and fuel and brake release at the cleared fuel amount. Shortly after takeoff climbing through approximately 15;000 FT; we experienced an EICAS ELEC GEN DRIVE L (Electric Generator Drive Left) message which directed disconnecting the left generator drive and starting the APU. At this point all four pilots were still on the flight deck. Although we understood the operational implications; there might be an ETOPS impact we were not aware of. We requested and received clearance to hold at the next point along our route of flight; which was within ten miles of our present position. After consulting with Dispatch and Maintenance it was determined we could continue to our planned destination with a total penalty of approximately 8;400 LBS for continuous APU operation and drag from the APU inlet door. We would land with an acceptable; but not generous; fifty plus minutes of arrival fuel at our destination. The total delay to assess and determine our action was less than ten minutes. As the flight progressed it became apparent that the fuel burn was exceeding the dispatch estimate and the updated fuel usage log figures by an average of 200-300 LBS/hour. Dispatch was informed before coast-out that we were over burning their estimate but we were fairly confident we could make the ocean crossing with adequate reserves. If not; we would stop at our planned refueling station. Before going on break; the relief pilots were instructed to inform me if the landing fuel changed significantly or a divert seemed likely. In several communications with Dispatch as the flight progressed; it became apparent that the fuel would be 1;000-2;000 LBS below the fuel required at the re-dispatch fix. I asked that all options be examined to allow the flight to continue to the planned destination but the Dispatcher informed me that no scenario would allow us to continue to that airport and they were planning a divert for refueling. I asked if crew duty issues would become a factor and I was told that duty time would not likely be an issue. Landing at the divert airport was uneventful; with arrival fuel around 11;000-12;000 LBS. Ground handling was very slow; taking approximately 45 minutes from landing to block in; due to a jetway steering problem. The station finally resorted to using a stair truck to access the aircraft from Door 1R. Departure from the divert airport was uneventful; and the flight arrived in at our destination approximately two hours twenty minutes later than scheduled arrival time.

Data retrieved from NASA's ASRS site as of April 2012 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.