Have We Forgotten Our Command Responsibilities?
Command Responsabilties? Personal discipline and motivation coupled with good training and integrity will only generate and maintain excellent command skills.
Last edited by Duck Pilot; 7th Mar 2019 at 19:46.
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A superior commander is a commander who uses his superior judgement to avoid situations where he would need his superior commanding skills.
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We are not commanders anymore, we are instruments of an out of control cost cutting imperative.
I’ve personally had my company try to apply an inappropriate amount of pressure on me to carry the company flight planned fuel.
I refused, argued my point (which fell on deaf ears), and at the end of the day, despite the veiled threats, I’m still here as a commander and probably carrying more fuel today than I was back then.
Never forget who’s responsible for the safety of the aircraft and the amount of fuel on board.
It’s YOU!!!
Calm down Bullwinkle. The point I was making was that with every passing year we, as captains, are subjected to greater and greater pressure to reduce fuel carried, extend that duty etc...I know of guys who do fold to the pressure and who have put them selves and their passengers in a tight spot. I have the same policy as you in when it comes to fuel. I’m even more likely to throw another X amount on when I’m on my 3rd or 4th max duty in a row too.
To answer another post, yes it is an Australian operator and yes low fuel caution lights are acceptable. Supposedly the manufacturer got it wrong.
To answer another post, yes it is an Australian operator and yes low fuel caution lights are acceptable. Supposedly the manufacturer got it wrong.
If that’s your attitude, then you’re not really a commander are you.
I’ve personally had my company try to apply an inappropriate amount of pressure on me to carry the company flight planned fuel.
I refused, argued my point (which fell on deaf ears), and at the end of the day, despite the veiled threats, I’m still here as a commander and probably carrying more fuel today than I was back then.
Never forget who’s responsible for the safety of the aircraft and the amount of fuel on board.
It’s YOU!!!
saves arguing with stupid.
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EVERY Airline you work for will want you taking company planned fuel. As far as i’m aware none I have worked for have disciplined anyone over taking extra. Most fuel policies will give the PIC scope for discretionary uplift and they know ultimately it’s up to you.
If your workplace is actively enforcing landing with fuel caution lights on (LOL) then I suggest you find a better place to work.
Lets face it, nobody enjoys checkrides but It shouldn’t force a crew to put on a fuel load that makes them uncomfortable. If it’s true sounds like massively ****house operation anyway.
If your workplace is actively enforcing landing with fuel caution lights on (LOL) then I suggest you find a better place to work.
Lets face it, nobody enjoys checkrides but It shouldn’t force a crew to put on a fuel load that makes them uncomfortable. If it’s true sounds like massively ****house operation anyway.
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To answer another post, yes it is an Australian operator and yes low fuel caution lights are acceptable. Supposedly the manufacturer got it wrong.
Apparently it can be changed with the flick of a switch and I told him when you flick that switch then we can talk some more, but in the meantime, if I keep getting flight plans that have me arriving with 1900 kgs (the trigger for the “Low fuel” on the 737), I will keep copies of those flight plans which can then be used as evidence that we are being planned into a non-normal situation. (Illumination of Low fuel requires a QRH checklist)
And as for the Captain who is renowned for regularly getting around on minimum fuel, thinking that he’s saving the company money, here’s some food for thought.
I carry about a tonne above flight plan between say Melbourne and Sydney with a delta burn cost to the company of around $60.
The fuel saving Captain on the other hand has such a bad reputation for taking bare minimum fuel that his rostered F.O.’s won’t even turn up for work so the company has to draft F.O.’s which costs around $700.
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Apparently a min fuel diversion from NWWW ---> NVVV due disabled aircraft on the runway cured him! Life (and jock) changing insights gained about the perils of the unexpected.
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Pity he wasn’t smart enough to change prior to this event!
Last edited by The Bullwinkle; 23rd Mar 2019 at 07:05.
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One large European operator I had the privilege of contract work, min fuel was.
Burn A to B, + burn to Alt, + burn for a second approach at Alt and statuary reserves
Command allowed to reduce if CAVOK etc and closer suitable ALT.
AND if you wanted more legit ably, you got it, eg second approach at destination
Burn A to B, + burn to Alt, + burn for a second approach at Alt and statuary reserves
Command allowed to reduce if CAVOK etc and closer suitable ALT.
AND if you wanted more legit ably, you got it, eg second approach at destination
A mob I worked for some time back had the very sensible policy that when alternate was required, fuel for a second approach at destination was to be carried. Saved a lot of diversions and/or sweaty palms. Not a main line carrier, a regional in Oz with a far sighted policy.
A mob I worked for some time back had the very sensible policy that when alternate was required, fuel for a second approach at destination was to be carried. Saved a lot of diversions and/or sweaty palms. Not a main line carrier, a regional in Oz with a far sighted policy.
Obviously sometimes you just can't, however...
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[QUOTE=The Bullwinkle;10411931]
Yep, what a knob who said that!
Apparently it can be changed with the flick of a switch and I told him when you flick that switch then we can talk some more, but in the meantime, if I keep getting flight plans that have me arriving with 1900 kgs (the trigger for the “Low fuel” on the 737), I will keep copies of those flight plans which can then be used as evidence that we are being planned into a non-normal situation. (Illumination of Low fuel requires a QRH checklist)
And as for the Captain who is renowned for regularly getting around on minimum fuel, thinking that he’s saving the company money, here’s some food for thought.
I carry about a tonne above flight plan between say Melbourne and Sydney with a delta burn cost to the company of around $60.
The fuel saving Captain on the other hand has such a bad reputation for taking bare minimum fuel that his rostered F.O.’s won’t even turn up for work so the company has to draft F.O.’s which costs around $700.
Interesting story -
Pacific Islands require an Alt anyway regardless of WX when operating out of Oz, one would have to be crazy not to with all the single Rwy dromes out there wth lots of small A/C flying in and out not to mention lighting as well!
Command decision making and or airmanship is something that can't be read in some book..................
Yep, what a knob who said that!
Apparently it can be changed with the flick of a switch and I told him when you flick that switch then we can talk some more, but in the meantime, if I keep getting flight plans that have me arriving with 1900 kgs (the trigger for the “Low fuel” on the 737), I will keep copies of those flight plans which can then be used as evidence that we are being planned into a non-normal situation. (Illumination of Low fuel requires a QRH checklist)
And as for the Captain who is renowned for regularly getting around on minimum fuel, thinking that he’s saving the company money, here’s some food for thought.
I carry about a tonne above flight plan between say Melbourne and Sydney with a delta burn cost to the company of around $60.
The fuel saving Captain on the other hand has such a bad reputation for taking bare minimum fuel that his rostered F.O.’s won’t even turn up for work so the company has to draft F.O.’s which costs around $700.
Interesting story -
Pacific Islands require an Alt anyway regardless of WX when operating out of Oz, one would have to be crazy not to with all the single Rwy dromes out there wth lots of small A/C flying in and out not to mention lighting as well!
Command decision making and or airmanship is something that can't be read in some book..................
