Posted: 1/26/2008 9:11:35 PM EDT
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With GPS, we can fly to a fix and with our redundant systems, we can get better fixes than any radial of an NDB or VOR..etc...we can 'make' a VOR (ie) along the route or somewhere else and get a fix.... So, when do you think Class II is going to get redefined? For us, it will help out loads. We have an OPSPEC that allows us to take away holding fuel for fuel savings (which results in more revenue) but the OPSPEC says that we have to add 10% fuel of the class two burn segment. Same OPSPEC allows us have no Alternate as well (with certain criteria)...so we can really pack on the revenue some days.. Just curious,discuss. |
PLEASE DONT TELL MY BOSSMAN ABOUT YOUR FANCY ASS OPSPECS! I'm sure we will have the same soon. BTW, one of our FO's jumped over to your house last week. Please welcome him with open arms. |
You have an opspec athorization to remove the holding fuel? On all international flights, no matter what??? Or are there stipulations on it?? What about the destination weather? Does that factor into it? As to Class II going away, I doubt it will happen. Not all planes have GPS, so for that fact alone you will still have Class II navigation procedures. Hell, we have My company is anal like that. ETS====> Gasp, I called the ADIRUs INSs. Shame on me..... |
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Pickle, Yes we have an opspec that allows holding fuel removal to increase payload. If we are flying in all class I, then we do not have to add the 10%. We can even remove the alternate requirement as well. Holding fuel removal, there are no weather requirements...just normal published destination and alternate mins. If we remove the holding fuel and the alternate requiremant, then we have to be VFR at our destination for a period of time before and after schedualed arrival time, and we need to have 3 weather sources stating it will be, IE gov, Universal and Meterologix (ie). If TO and LDG weights allow it, we usually tanker gas when using the opspec with no ALT,but if we are using it,we are usually tight and dont get to give the crew much....we also refile/ reclear flights (or redispatch) our in route. Its a different world with no pax and being a 121 Sup carrier. Also, FED's have given us 2 hours of flight time into Canada and Mexico where we can utilize only US domestic fuel requirements. |
It is my humble opinion that if you're not WN, but you compete with WN, expect nothing but roadblocks from the FAA. |
Who told you that??? Who are you??? Why do you know this???? SPAI!!!!!!!!!!!!!!!!! Yes, according to Gary Elmer then sked svc is up for sale. When asked "what does sked svc encompass?", he said "that is a secret." The crew room rumor mill is saying either Aloha, SWA, or AirTran are the potential buyers. I personally don't care anymore and wish they would just shut the doors because the only thing we have accomplished lately that I am remotely proud of is that we are doing some Hillary Clinton charters (that isn't what I'm proud of, keep reading....) and had some bad luck with the plane MX wise and have caused some delays for her. |
With the tower or maybe even approach, maybe. But with the FSDO feds?? Nah, we just happen to be located where are the worst head in the sand stuck in the pea-brained past Feds are. There are a few exceptions, but for the most part, the IND FSDO sucks. |
The certification of a small airline in Denver hit all sorts of roadblocks when WN decided to come back to DEN...this small airline just happens to operate the same kind of airplane that WN has had difficulty competing with up in the Pacific NW, and is flown in support of the other Low Cost Carrier in Denver. Just coindence, I guess. |
Lynx?? |