QR fuel policy
.You should do something better Talk ,Write 
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Sure v/s1000, that's the only way this ******** of technical pilot ever listens
Debating and exchange of opinions stall due to personal virtues like being stubborn. 30 min and VHF crap has being picked up after one of the retarded hotshots has declared PAN in Doha and after being questioned the imaginary story about what if....just in case...blah blah blah.
Background of this pathetic rule is
You got a point doggy.
Debating and exchange of opinions stall due to personal virtues like being stubborn. 30 min and VHF crap has being picked up after one of the retarded hotshots has declared PAN in Doha and after being questioned the imaginary story about what if....just in case...blah blah blah.
Background of this pathetic rule is
Have never met a more paranoid human group than The Goaties. Perhaps their bedouin ancestors spent many millenia smoking pot?
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The policy is written in english, I read in english, seems clear enough to me.
The policy is conservative. At MLE if Fuel = Bingo, Decision = Divert now. It doesn't say 10 minutes fixed reserve may be used to haggle with controllers. Neither does it say you may plan for a glide approach at the alternate.
Anyone who has the balls to do that sector with just flight plan fuel surely also has the balls to divert immediately and later boldly justify his decision to the boss. Being a lowly but cunning dog I take more gas to avoid a bone fight in the kennel.
(MLE is not isolated, that argument is not relevant.)
The policy is conservative. At MLE if Fuel = Bingo, Decision = Divert now. It doesn't say 10 minutes fixed reserve may be used to haggle with controllers. Neither does it say you may plan for a glide approach at the alternate.
Anyone who has the balls to do that sector with just flight plan fuel surely also has the balls to divert immediately and later boldly justify his decision to the boss. Being a lowly but cunning dog I take more gas to avoid a bone fight in the kennel.
(MLE is not isolated, that argument is not relevant.)
Join Date: Jan 2008
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JAR OPS is written in English as well no brainier at all:
Isolated Aerodrome: If acceptable to the authority the destination aerodrome can be considered as an Isolated Aerodrome, if the fuel required (diversion plus final) to the nearest adequate destination alternate aerodrome is more than: For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel.
Let's do the math with A330, shall we? actual FPL was taken as ground.
1. ALT Fuel 6800 Kg + Final 2100 = 8900 Kg
2. Hold 2 hours =8400 Kg.
I leave the rest of conclusive brain work up to you.
With planned remaining of 10K don't see a problem there really neither to hold nor to divert.If you find a definition of isolated aerodrome in QR's part A, I'll be surprised. Whatever you do as long as land safely No questions will be asked.
Don't take it personally take it on the rocks!!!
Isolated Aerodrome: If acceptable to the authority the destination aerodrome can be considered as an Isolated Aerodrome, if the fuel required (diversion plus final) to the nearest adequate destination alternate aerodrome is more than: For aeroplanes with turbine engines, fuel to fly for two hours at normal cruise consumption above the destination aerodrome, including final reserve fuel.
Let's do the math with A330, shall we? actual FPL was taken as ground.
1. ALT Fuel 6800 Kg + Final 2100 = 8900 Kg
2. Hold 2 hours =8400 Kg.
I leave the rest of conclusive brain work up to you.
With planned remaining of 10K don't see a problem there really neither to hold nor to divert.If you find a definition of isolated aerodrome in QR's part A, I'll be surprised. Whatever you do as long as land safely No questions will be asked.
Don't take it personally take it on the rocks!!!
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In Q.A,Seychelles is "islotated" for the "320" family only i think...,as other fleets have an alternate for Seychelles(FMIP if i remember..)..unless i missed something in the definition of an isolated Aerodrome...
Last edited by loc22550; 19th Mar 2008 at 07:50.
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T.D. it's seems impossible to teach an old dog some new tricks. Even SEZ isn't run under isolated procedure any more. Bottom line is: either leave them being isolated and then in flight fuel management isn't an issue since one has to make up his mind at the PNR or change the in-flight fuel policy to a reasonable guide line. Under present constellation the only way to make a sound decision is to bend the rules at own peril.
Don't take it personally take it on the rocks!!!
Don't take it personally take it on the rocks!!!
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S.L. dispatchers are licensed personnel (no ATPL but similar qualification comprising of comprehensive knowledge) and are highly experienced folks.
I'm under the impression that QR tries to implement a mixture of FAA and JAR way regarding the dispatch and flight release. To answer your question:
PIC under QCAR and JAR is the only responsible person and final authority thus having the final say about fuel. Dispatcher conducts a consultative service pertaining the flight and provides information necessary for a safe flight conduct without bearing the co-responsibility for such.
FAR is a bit different in this regard:
Section 121.535: Responsibility for operational control: Flag operations.
(a) Each certificate holder conducting flag operations is responsible for operational control.
(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.
(c) The aircraft dispatcher is responsible for—
(1) Monitoring the progress of each flight;
(2) Issuing necessary instructions and information for the safety of the flight; and
(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.
(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.
(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.
(f) No pilot may operate an aircraft in a careless or reckless manner so as to endanger life or property.
Practical application of FAR means that the commander can't go below fuel specified in the dispatch release but always can top it up, of course.
Don't take it personally take it on the rocks!!!
I'm under the impression that QR tries to implement a mixture of FAA and JAR way regarding the dispatch and flight release. To answer your question:
PIC under QCAR and JAR is the only responsible person and final authority thus having the final say about fuel. Dispatcher conducts a consultative service pertaining the flight and provides information necessary for a safe flight conduct without bearing the co-responsibility for such.
FAR is a bit different in this regard:
Section 121.535: Responsibility for operational control: Flag operations.
(a) Each certificate holder conducting flag operations is responsible for operational control.
(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications.
(c) The aircraft dispatcher is responsible for—
(1) Monitoring the progress of each flight;
(2) Issuing necessary instructions and information for the safety of the flight; and
(3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released.
(d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane.
(e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers.
(f) No pilot may operate an aircraft in a careless or reckless manner so as to endanger life or property.
Practical application of FAR means that the commander can't go below fuel specified in the dispatch release but always can top it up, of course.
Don't take it personally take it on the rocks!!!
