Jet2 737 800 routings
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Jet2 737 800 routings
Idly watching stuff on FR24 and notice that some Jet2 flights between (eg) Leeds/Bradford and the Canaries and return route way out over the Atlantic so they're overwater until, on the return leg, they coast in over the south coast of Ireland. Others however cross the Brest Peninsula and then cross the Iberian coast near Gijon the overly more or less the length of Portugal.
I assume the variation is more than just wind/weather as today the TFS service is taking the over sea route while Furteventura and Grand Canaria do the other thing.
Is it down to Captain's decision or is there an ETOPS or other equipment factor in play?
I assume the variation is more than just wind/weather as today the TFS service is taking the over sea route while Furteventura and Grand Canaria do the other thing.
Is it down to Captain's decision or is there an ETOPS or other equipment factor in play?
Flight plans are computer generated by flight operations. Westerly routings to the canaries can require oceanic clearances and can be a bit more complicated re aircraft equipment etc. On the other hand they may well avoid slot delays as well as benefiting from better winds.
As captain you rarely have much input on the routing other than rejecting the flight plan for some problem like aircraft inoperative items or very occasionally fuel reserves versus destination weather.
The Canaries usually have great weather, but on the few occasions they don’t then it can be that all the airports are affected and you end up with diversions all over the place.
As captain you rarely have much input on the routing other than rejecting the flight plan for some problem like aircraft inoperative items or very occasionally fuel reserves versus destination weather.
The Canaries usually have great weather, but on the few occasions they don’t then it can be that all the airports are affected and you end up with diversions all over the place.
Flight plans are computer generated by flight operations. Westerly routings to the canaries can require oceanic clearances and can be a bit more complicated re aircraft equipment etc. On the other hand they may well avoid slot delays as well as benefiting from better winds.
As captain you rarely have much input on the routing other than rejecting the flight plan for some problem like aircraft inoperative items or very occasionally fuel reserves versus destination weather.
The Canaries usually have great weather, but on the few occasions they don’t then it can be that all the airports are affected and you end up with diversions all over the place.
As captain you rarely have much input on the routing other than rejecting the flight plan for some problem like aircraft inoperative items or very occasionally fuel reserves versus destination weather.
The Canaries usually have great weather, but on the few occasions they don’t then it can be that all the airports are affected and you end up with diversions all over the place.
That’s certainly a parameter I have heard of, but again one you don’t have much visibility of as a line pilot. Digressing a little one of the few reasons I can remember rejecting flight plans was unrealistic alternates. One base I had would regularly have an alternate that was not available if you diverted late at night. A TUI captain was personally fined by the authorities for busting the curfew in similar circumstances if I remember correctly.
Join Date: Sep 2012
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A big factor is the significant savings to be had in terms of enroute navigation charges by using the Tango routes, which are a fixed fee, versus French and Portugese domestic airspace charges that take into account distance flown.
