How do you plan KLAX to OMDB in a flight simulator?

A KLAX–OMDB flight is roughly 7,250 nautical miles great-circle and usually needs about 15½–17½ hours block time in a suitable long-haul jet, depending mainly on routing and winds. Real operations use augmented crews and controlled rest; a simulator flight plan is useful practice, not an airline dispatch release.

This method applies to general flight simulation, including Microsoft Flight Simulator 2024 and 2020, X-Plane and Prepar3D. For the wider process behind aircraft choice, weather, cruise planning and fuel monitoring, see our complete long-haul flight-planning workflow.

A planner-generated operational flight plan can imitate airline paperwork, but it does not include an operator’s approvals, crew duty assessment, maintenance restrictions, full NOTAM review or legal dispatch sign-off. Treat it as a structured simulation plan rather than authority to conduct a real flight.

Which aircraft should you use from Los Angeles to Dubai?

The best aircraft is one that can carry the planned payload over the forecast route without exceeding fuel, take-off or landing limits—and one that your simulator represents accurately enough to calculate those limits.

These are rounded reference figures, not values to enter blindly into an FMC. Cabin layout, engine option, structural weight variant, temperature, wind and reserves can change the usable payload substantially. Published range is not dispatch range.

Allow roughly 15½–17 hours block time for a 777, 787 or A350 and around 16–17½ hours for a 747-8 or A380. Routing and winds usually matter more than a small difference in cruise speed, while taxi queues at both large airports can add significant time.

Before committing to a type, confirm that its add-on supports updated navigation data, accurate fuel burn, step climbs, route import and long-flight state saving. Console editions and simplified default aircraft may offer fewer import or dispatch functions than desktop add-ons.

How do you build a current KLAX to OMDB route?

Build the route from matching AIRAC data, forecast runway use and the weather for the simulated departure time. There is no permanently correct KLAX–OMDB route: airways, procedures, restrictions, winds and runway availability change.

1. Synchronise the AIRAC cycle. Use the same cycle in SimBrief or Navigraph, the aircraft FMC and, where possible, the simulator. An add-on may use its own database while the simulator’s map and ATC use another; that mismatch causes NOT IN DATABASE messages, missing airways and procedures that refuse to connect.
2. Set the date, aircraft and payload. Choose an aircraft profile matching the exact model and engine option. Enter passengers, baggage and cargo rather than accepting an arbitrary maximum load.
3. Select likely runways from the forecast. KLAX commonly operates in a westerly flow using the 24 and 25 runway complexes, but wind, visibility, noise procedures and closures can change that. OMDB uses its parallel 12/30 runways, with the active direction and available runway determined by weather and operational restrictions. Our KLAX simulator planning notes cover runway flow, taxi planning and navdata issues in more detail.
4. Generate the en-route section. Ask SimBrief or Navigraph for a route based on the selected AIRAC, departure time, aircraft and winds. Check that the route uses valid airways and sensible oceanic or remote-region waypoints rather than merely drawing a great-circle line.
5. Add the SID, STAR and approaches. Select the KLAX departure that matches the runway and first en-route fix, then the OMDB arrival and transition that connect with the final airway. Do not force a procedure just because an old route string included it; use the charts and our guide to connecting SIDs, STARs and approaches in an FMC.
6. Validate the route in the aircraft. Check every waypoint, airway join, altitude restriction and coordinate. Compare the FMC distance with the planner: it should be longer than the roughly 7,250 nm great-circle distance, but a result dramatically shorter or longer usually indicates a missing leg, duplicate procedure or malformed coordinate.
7. Resolve database differences. If a waypoint is absent, do not invent a similar identifier. Confirm the AIRAC cycle, then use a valid airway exit, latitude/longitude fix or older procedure supported by the aircraft database. If only the simulator’s ATC disagrees, decide whether the FMC or in-game ATC will be authoritative before departure.
8. Recheck near departure and before descent. Weather, runway direction and arrivals can change during a flight lasting more than 15 hours. Keep the en-route plan, but be prepared to replace the arrival and approach.

A route copied from an old forum post or saved flight may still look plausible while containing retired fixes. A fresh plan using the same AIRAC as the aircraft is safer than publishing one supposedly permanent route string.

How much fuel is needed for KLAX to Dubai?

Calculate fuel from the aircraft profile, payload, forecast winds and route rather than filling the tanks. The plan must account separately for taxi, trip, contingency, alternate, final reserve and any operational extra fuel.

• Taxi fuel: Fuel expected from engine start to take-off, including APU use and likely ground delays.
• Trip fuel: Fuel from take-off at KLAX to landing at OMDB, including climb, cruise, planned step climbs, descent and approach.
• Contingency fuel: Protection against forecast and performance variation. Use the method selected by the planner or simulated operating rules rather than adding an unexplained percentage.
• Alternate fuel: Fuel for a missed approach, diversion, approach and landing at the nominated destination alternate.
• Final reserve: Protected fuel that should still be aboard after reaching the alternate. Thirty minutes at an appropriate holding condition is a common turbine-aircraft convention, but the exact rule depends on the simulated authority and operator.
• Extra or holding fuel: Added for expected congestion, thunderstorms, runway changes, de-icing, uncertain weather or limited diversion choices.

Illustrative 777-300ER fuel plan

The following example shows how the categories fit together; it is not a fuel prescription. It assumes an illustrative 42-tonne payload, favourable enough eastbound conditions and a route produced for the chosen departure time.

That load must still fit below the add-on’s maximum fuel capacity and produce acceptable zero-fuel, take-off and predicted landing weights. A stronger headwind, longer route or heavier payload may require payload reduction, a different aircraft or a technical stop. Never mix kilograms and pounds between the planner, payload manager and FMC.

Cost index controls the time-versus-fuel trade-off: a lower value generally favours economy, while a higher value favours time. Use the planner’s value and the add-on’s supported range rather than copying a real operator’s number. Winds aloft are equally important; loading live winds into the FMC can materially change predicted arrival fuel and the optimum step-climb points.

Which alternates work for Los Angeles and Dubai?

Choose alternates that are open, forecast above the required minima and capable of accepting the aircraft at the expected diversion time. Distance alone is not enough; runway length, weather, terrain, approach availability, handling and fuel support all matter.

Departure alternates from KLAX

A departure alternate is needed in realistic planning when conditions or performance would prevent an immediate return to KLAX. Ontario International (KONT) is a common planning candidate because of its runways and proximity, while Las Vegas (KLAS) or San Diego (KSAN) may be considered when their weather and operational conditions are suitable.

Do not select one automatically. Coastal fog may affect several Southern California airports together, while inland heat, mountain terrain and winds can change performance at KONT or KLAS. The alternate must also support the chosen widebody at its diversion weight.

Destination alternates for OMDB

Dubai World Central (OMDW) is close and has long-runway capability. Sharjah (OMSJ) is also nearby, while Abu Dhabi (OMAA) is farther away but offers major-airport infrastructure. Select between them using the forecast valid around the estimated arrival time, runway closures, congestion and the approach expected in reduced visibility.

High temperatures increase landing distance and can affect go-around performance. Terrain becomes more significant east and north-east of the immediate Dubai area, so check the published arrival, missed-approach and diversion paths rather than judging from the map alone.

What about ETOPS and en-route diversions?

The 777, 787 and A350 are twins, so a realistic plan should model ETOPS or EDTO constraints appropriate to the aircraft and simulated operator. The route must remain within the permitted diversion time of adequate airports, with en-route alternates checked for weather, runway availability and opening hours during the relevant time window.

The 747-8 and A380 are not planned under twin-engine ETOPS rules, but they still need credible en-route diversion airports. A planner may label a field suitable based on distance while overlooking simulated scenery limitations, unavailable approaches or a runway closure, so inspect the selected airports before departure.

How do you enter the plan in the FMC or MCDU?

Enter and verify the plan in the aircraft’s own FMC or MCDU even if it was imported automatically. Importing saves typing, but it does not guarantee correct procedures, performance data or waypoint sequencing.

1. Initialise position and navigation data. Confirm the AIRAC cycle, set the aircraft position and complete any simulated IRS alignment.
2. Enter the basic route. Set KLAX as origin, OMDB as destination, then add the flight number, company route if supported and en-route airways or waypoints.
3. Select the departure. Load the active runway, SID and transition. Compare the first fixes and altitude constraints with the chart.
4. Set cruise data. Enter the initial cruise flight level, cost index and forecast winds. Heavy long-haul aircraft often cannot climb immediately to their most efficient final altitude, so include sensible step climbs from the dispatch plan.
5. Enter weights and reserves. Add zero-fuel weight, centre of gravity, block fuel and reserve fuel using the units expected by that aircraft.
6. Complete take-off performance. Use the add-on’s performance tool or EFB for flap setting, thrust reduction or assumed temperature, trim and V-speeds. Account for runway length, wind, temperature, pressure, surface condition, anti-ice and packs as supported.
7. Load the arrival provisionally. Add the expected STAR, transition and approach, but expect to revise them when the destination weather becomes reliable.
8. Inspect every LEGS or F-PLN page. Remove duplicated fixes and connect genuine route breaks. Do not blindly delete every discontinuity: some procedures contain intentional vector or manual legs that require heading guidance or ATC intervention.
9. Check predictions. Review route distance, top of climb, top of descent, destination fuel and alternate fuel. An implausible prediction normally points to bad weights, missing winds, an incorrect route or mismatched units.

Aircraft differ in terminology and page layout. Our Airbus and Boeing flight-plan loading guide explains the manual and imported methods without assuming that both systems work identically.

What should you check before departure?

A final validation should prove that the aircraft, route and fuel plan agree with one another before pushback.

• The planner, charts and FMC use compatible AIRAC data.
• The runway, SID and initial fix agree across the chart, FMC and autopilot setup.
• The loaded block fuel matches the plan and does not exceed tank capacity.
• Zero-fuel weight, take-off weight, centre of gravity and predicted landing weight remain within the modelled limits.
• Payload is distributed correctly rather than entered only as a total figure.
• Take-off performance was calculated for the selected runway and actual weather.
• The route contains no accidental discontinuities, duplicate waypoints or impossible altitude constraints.
• Destination, departure and en-route alternates remain usable during their forecast time windows.
• Initial altitude, heading, speed, flight directors, autothrottle or autothrust and lateral mode are set for the departure.
• The simulator’s weather source, date and time match those used for planning.

For a flight this long, also decide how pauses, simulator-rate changes or saved states will be handled. Not every add-on restores FMC, weather and system state correctly after a reload. Regardless of automation, compare actual fuel against planned fuel at regular waypoints; a worsening shortfall is a reason to revise the cruise, divert or stop rather than continue until the reserve disappears.