Bad fuel loads

[crazystnic]

Has anyone noticed lately that when you really need the gas you don't get it unless you ask, and when you don't need it you always get it... Like when the weather is really bad and you know you are going to use it.


600 for contingent fuel and 1000 EXTRA today from EWR-CLT.... had to burn down to TO and then had to fly around burning extra to land at Max Allowable....

 

[Art at ISP]

So let me ask a question--who has final word on fuel loads? Captain or Dispatcher? Couldn't you refuse extra if you knew you'd likely be above Max Landing weight on arrival??? Just askin'....

 

[crazystnic]

So let me ask a question--who has final word on fuel loads? Captain or Dispatcher? Couldn't you refuse extra if you knew you'd likely be above Max Landing weight on arrival??? Just askin'....

Joint decision.. but the fuel load is usually loaded .. so yes you could de fuel...
maybe that is the answer... take a delay and defuel when the load is too much on a fairly decent day.

 

[N924PS]

Has anyone noticed lately that when you really need the gas you don't get it unless you ask, and when you don't need it you always get it... Like when the weather is really bad and you know you are going to use it.


600 for contingent fuel and 1000 EXTRA today from EWR-CLT.... had to burn down to TO and then had to fly around burning extra to land at Max Allowable....

The automated weight and balance should not have allowed you to depart over max landing weight. The only way for that to happen requires the dispatcher to over ride that entry with the assigned load control specialist.

Care to elaborate on the circumstances, or is this just another beotch at the company session? After all, the Captain, as charged by FAR's and the FOM, is the sole and final authority for the operation of the flight.

 

[Barrister]

The automated weight and balance should not have allowed you to depart over max landing weight. The only way for that to happen requires the dispatcher to over ride that entry with the assigned load control specialist.

Care to elaborate on the circumstances, or is this just another beotch at the company session? After all, the Captain, as charged by FAR's and the FOM, is the sole and final authority for the operation of the flight.

It is an East conspiracy and the dispatchers are in on it don't ya know!!

NICDOA
NPJB

 

[autofixer]

The automated weight and balance should not have allowed you to depart over max landing weight. The only way for that to happen requires the dispatcher to over ride that entry with the assigned load control specialist.

Care to elaborate on the circumstances, or is this just another beotch at the company session? After all, the Captain, as charged by FAR's and the FOM, is the sole and final authority for the operation of the flight.
[/quote]

Don't forget the whole "fuel school" episode of a couple of years ago.

 

[luvthe9]

Has anyone noticed lately that when you really need the gas you don't get it unless you ask, and when you don't need it you always get it... Like when the weather is really bad and you know you are going to use it.


600 for contingent fuel and 1000 EXTRA today from EWR-CLT.... had to burn down to TO and then had to fly around burning extra to land at Max Allowable....

So what's the problem, just fly around and make some extra time.

 

[Art at ISP]

So what's the problem, just fly around and make some extra time.

...and then take a knock for late arrival?

The only thing I could think of was weather..there was weather in CLT, and to the west of EWR as I recall.

 

[luvn737s]

Maybe, being a captain is tougher than it looks. 🙄

 

[BoeingBoy]

there was weather in CLT

CLT had 3 separate ground stops this afternoon.

Jim

 

[crazystnic]

CLT had 3 separate ground stops this afternoon.

Jim

IT was early AM ... weather was not a factor!...

I was a 727 CAPT at 29... sorry Luvn it's not that hard 🙂

Problem is they cut it so tight, burn to 21,200 on WB.... before take off
don't fly the whole arrival and bame... it's tight...
the extra 1000 and the 600 contingent and you are over.

 

[Pi brat]

IT was early AM ... weather was not a factor!...

I was a 727 CAPT at 29... sorry Luvn it's not that hard 🙂

Problem is they cut it so tight, burn to 21,200 on WB.... before take off
don't fly the whole arrival and bame... it's tight...
the extra 1000 and the 600 contingent and you are over.

You see crazy, there's your problem, looking at the numbers and thinking. Don't do that, just blindly follow. 🙄

I had a burn to the other day because of the flap setting used, not the landing weight. Had a hard time getting that across to dispatch and CLP and they told me they couldn't change it.

 

[Art at ISP]

Not to change the settings, but speaking of flap settings, is it normal now to land an Airbus with flaps 3 rather than FULL?

 

[A320 Driver]

Not to change the settings, but speaking of flap settings, is it normal now to land an Airbus with flaps 3 rather than FULL?

I think the preferred landing flap setting for the A-320 is now 3 Art. Still can use full at Captain's discretion.
A-330 has no preferred landing flap setting, but I use 3 most of the time.

Driver B)

 

[nycbusdriver]

CLT had 3 separate ground stops this afternoon.

Jim

How would a retired pilot know that?

OMG...you have an aviation VHF scanner next to your PC and you monitor everything that goes on at the airport all day and night. What a great way to spend your retirement years. Listening to CLT ATIS and working the USAviation.com forums.

:blink: 😱 😱