Comments on: On time! Time to buy a lottery ticket http://geekinthecockpit.com/archives/530 From the cubicle to the cockpit Fri, 11 May 2012 15:43:00 +0000 hourly 1 http://wordpress.org/?v=3.3.2 By: Andrew http://geekinthecockpit.com/archives/530/comment-page-1#comment-330 Andrew Thu, 21 May 2009 06:00:10 +0000 http://geekinthecockpit.com/?p=530#comment-330 As a Dispatcher for a contract company in Canada I also find some of the comments above to be interesting. If you had concerns with the planned landing fuel, why wouldn't you quickly contact your Dispatch department and have them re-run your plan with either increased fuel, or with your higher planned altitude so you had the burn numbers in your back pocket? What if there were higher winds at higher altitudes that you weren't aware of that the Dispatcher had already looked over? What if ATC had not given you the higher altitude that you requested? Isn't the whole idea of having a Dispatch department to have someone to work with through those sort of issues...they have the training and LEGAL responsibility for your flight as well as the PIC. I also want to tell you how much I enjoy the frequency and lengths you go to when it comes to posting on your blog, I enjoy having a good read through them. Andrew As a Dispatcher for a contract company in Canada I also find some of the comments above to be interesting. If you had concerns with the planned landing fuel, why wouldn’t you quickly contact your Dispatch department and have them re-run your plan with either increased fuel, or with your higher planned altitude so you had the burn numbers in your back pocket? What if there were higher winds at higher altitudes that you weren’t aware of that the Dispatcher had already looked over? What if ATC had not given you the higher altitude that you requested? Isn’t the whole idea of having a Dispatch department to have someone to work with through those sort of issues…they have the training and LEGAL responsibility for your flight as well as the PIC.

I also want to tell you how much I enjoy the frequency and lengths you go to when it comes to posting on your blog, I enjoy having a good read through them.

Andrew

]]> By: Matt http://geekinthecockpit.com/archives/530/comment-page-1#comment-327 Matt Tue, 19 May 2009 16:00:52 +0000 http://geekinthecockpit.com/?p=530#comment-327 Hi, I am a dispatcher at United. I also saw something that I needed to address in this post. Often, pilots see a burn figure and then mentally add a missed approach into that number for their "comfort" fuel. This is often the case with the mainline guys. But, one look at the FARs will show that a missed approach should already be in the burn for the flight: Sec. 121.647 Factors for computing fuel required. Each person computing fuel required for the purposes of this subpart shall consider the following: (a) Wind and other weather conditions forecast. (b) Anticipated traffic delays. (c) One instrument approach and possible missed approach at destination. (d) Any other conditions that may delay landing of the aircraft. Part (c) includes a missed approach as part of the fuel load, though it is to be considered, not a requirement. Is this a consideration at all airports for you, or just hubs? For me, most captains add the company max of 2.0 over the cleared fuel (fuel at brake release on takeoff roll). Hi, I am a dispatcher at United. I also saw something that I needed to address in this post. Often, pilots see a burn figure and then mentally add a missed approach into that number for their “comfort” fuel. This is often the case with the mainline guys. But, one look at the FARs will show that a missed approach should already be in the burn for the flight:

Sec. 121.647 Factors for computing fuel required.

Each person computing fuel required for the purposes of this subpart
shall consider the following:
(a) Wind and other weather conditions forecast.
(b) Anticipated traffic delays.
(c) One instrument approach and possible missed approach at
destination.
(d) Any other conditions that may delay landing of the aircraft.

Part (c) includes a missed approach as part of the fuel load, though it is to be considered, not a requirement. Is this a consideration at all airports for you, or just hubs? For me, most captains add the company max of 2.0 over the cleared fuel (fuel at brake release on takeoff roll).

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