CM you have capitulated by asking me to look elsewhere. You say we will have to agree to disagree but you haven't addressed the subject and are argueing about something completely un-related to this thread. You have no experience of FAA regulated dispatch so you are not in a qualified position to argue against it - bit like Morticians advocating a better health service.
You also state that there is nothing wrong with the "system" here so why change it.
Let me give you an example:
FAR 121 Subpart U
121.639 Fuel supply: All domestic operations.
No person may dispatch or take off an airplane unless it has enough fuel—
(a) To fly to the airport to which it is dispatched;
(b) Thereafter, to fly to and land at the most distant alternate airport (where required) for the airport to which dispatched; and
(c) Thereafter, to fly for 45 minutes at normal cruising fuel consumption or, for certificate holders who are authorized to conduct day VFR operations in their operations specifications and who are operating nontransport category airplanes type certificated after December 31, 1964, to fly for 30 minutes at normal cruising fuel consumption for day VFR operations.
Note the brackets "where required"
Now have a look at subpart U 121.619
121.619 Alternate airport for destination: IFR or over-the-top: Domestic operations.
(a) No person may dispatch an airplane under IFR or over-the-top unless he lists at least one alternate airport for each destination airport in the dispatch release. When the weather conditions forecast for the destination and first alternate airport are marginal at least one additional alternate must be designated. However, no alternate airport is required if for at least 1 hour before and 1 hour after the estimated time of arrival at the destination airport the appropriate weather reports or forecasts, or any combination of them, indicate—
(1) The ceiling will be at least 2,000 feet above the airport elevation; and
(2) Visibility will be at least 3 miles.
(b) For the purposes of paragraph (a) of this section, the weather conditions at the alternate airport must meet the requirements of §121.625.
(c) No person may dispatch a flight unless he lists each required alternate airport in the dispatch release.
This will frighten you. I dont know what type of aircraft you fly but lets imagine it's a B757 and your off to HER from LTN and the type of release is as per the above. You will be flying with burn + 45 mins
This assume that the rest of the regulated system is enforce ie flight following and that the 50/50 responsibility share means that when I say you land short of the destination at XYZ (because of a non compliance with 121.619) that's where you stop.
Now do you see the difference.
Have a think about the fuel saving as well and the environmental advantages. Not so bad is it? Now have a butchers at 121 subpart P and all will be revealed as to what we are banging on about.
So It's not a fight - it's an eye opener for you as to what goes on on the other side of the pond and how it could benefit us all and in particular benefit the careers of those who are not
able to pole a bit of metal around the sky as you do, yet can enhance and augment the way it is done from a safety, effiency and financial benefit.
So to answer your questions - There is only one way of looking at this not the two views that you say. Have a look at
www.FAA.gov/regulations it's the way of the future for you.
