MD-11
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Flight Crew Became Reoriented; Flight Crew Diverted; Flight Crew Returned To Departure Airport
Human Factors; Procedure
Received flight plan at HNL and began my normal review. I noted there was an ETP and I checked the weather for the listed ETP airports. We discussed that the fuel was abnormally low (in general); but legal. The ramp personnel noted that it was between 15-20;000 LBS less than normal. Again; we checked the weather for our destination and alternates and everything checked out. Due to turbulence/weather inbound to HNL the day prior; the Captain and I discussed the need for additional fuel. He coordinated with the dispatcher to add 4;000 LBS. Once we had leveled off at FL390; we began the Class II Nav checklist and started preparing for coast out. It was at this point that we plotted the ETP and noticed it was already behind us. That is when we noticed that the ETP alternates were HNL and HTO; which made no sense. At this point we immediately queried the Dispatcher via ACARS and then SATCOM. He said he was working on the numbers and while we weren't 'technically illegal' he would have to adjust the ETP alternates. Approximately 30 minutes passed while we waited. We queried him again and he told us we did not have sufficient fuel to meet the ETP requirements and that he had no choice; but to send us back to HNL to get more fuel. We coordinated with ATC via CPDLC and received our routing back to HNL. The return flight/landing was uneventful. In hindsight; there was the fuel issue that seemed odd to everyone (Captain; myself; Ramp Office). Even though I checked the ETP alternates weather; I didn't notice that the airports listed didn't make sense; even though the weather forecasts were good. When the Captain coordinated with the Dispatcher; he again didn't notice the issue. In the future; I am going to pay more attention to the details of the ETP airports and also plot the ETP before going to the airplane to make sure it's location makes sense along our route; instead of waiting until level off.
During the flight planning process at the HNL Ramp; I was discussing the release and weather with the First Officer and talking about the fuel at the alternate. One of the Ramp Managers commented that this was the lightest fuel load he had seen; and that he had asked the Dispatcher about the light fuel load. According to the Ramp Manager; the Dispatcher advised him the load was correct. Upon finishing my review of the release and noting that the ETP information appeared correct; I contacted the Dispatcher and requested an additional 4;000 LBS of fuel to be added to the flight for the alternate and possible enroute over burn due to turbulence. The additional fuel was approved; and I signed the release. We then had normal operations from preflight through climb out. Approaching the coast out fix of CLUTS; I was coordinating for HF frequencies; and the First Officer entered the ETP into the FMS. As soon as I saw the location of the ETP on the NAV display I knew something was wrong; since it was already behind us. We double checked the Flight Release and noted that the ETP was for HTO/HKO; and not listing OAK; or SFO. We then sent an ACARS message to Dispatch noting the ETP airfield pairing. When I did not receive a reply within a couple of minutes; I used the SATCOM radio to talk to the Dispatcher. The Dispatcher stated he was working on it; and would let us know. Approaching CEBEN on R464 we were notified that we did not have the ETP fuel required to continue the flight. We then coordinated with ATC to return to HNL. We did NOT declare an emergency; and the remainder of the fight was uneventful.Neither the First Officer nor myself caught this error in the planning stage due to an expectation bias with contributing factors. The comments by the ramp personnel only confirmed in my mind that the release fuel was accurate instead of raising a red flag; because the Dispatcher had confirmed it. Prevention techniques that would help: 1. Slow down and ensure you are reading what it says and not what you think it says. 2. Note on the flight plan where along the route of flight the ETP will be (between what two points). 3. Plot the ETP on the plotting chart before going to the aircraft. 4. When someone mentions that something doesn't look right; slow down and double check everything; especially when that person is more familiar with the flight than you are.
MD11 flight crew; enroute on a flight from Hawaii to the main land; discovered that inappropriate alternates and the associated ETP have been chosen by the Dispatcher. Insufficient fuel is aboard to comply with a correctly chosen ETP and the flight returns to take on more fuel.