Communicating with flight crews

N77022 said:
"BURN DQO.PHLBO3.KEWR 800.. MINF TO EWR 2400 FOB 3500 SCF/TNK 1100 for XX minutes of holding" and usually follow up with the best plan of action should we hit minf such as "ABE BEST ALTN.. MINF PPOS DCT ABE 2300"
Click to expand...

Are the fuel values missing a 0? Shouldn't they by 24000 35000 and 23000 respectively. I kinda get the idea that 19.5 or whatever number means 19,500 but when you see the message do you just know that its supposed to be 23 THOUSAND? Is it normal to leave off the trailing zeros?
 
A1TAPE said:
Are the fuel values missing a 0? Shouldn't they by 24000 35000 and 23000 respectively. I kinda get the idea that 19.5 or whatever number means 19,500 but when you see the message do you just know that its supposed to be 23 THOUSAND? Is it normal to leave off the trailing zeros?
Click to expand...
How much fuel do you think an RJ burns or even holds lol. Those numbers are right.

Sent from my LG-LS997 using Tapatalk
 
This will all make sense during initial at your first commuter airline. No need to over complicate something.


Sent from my iPhone using Tapatalk
 
A1TAPE said:
But according to a quick google search the total fuel on EICAS goes to amber at <900 pounds.
Click to expand...
Why ask a question if you are just going to question the answer over and over and over. Those are typical numbers for an TH. I've seen RJs dispatched with a ramp fuel of 3800lbs. Just get your license and get signed off before you start another thread.
 
who'swho said:
Why ask a question if you are just going to question the answer over and over and over. Those are typical numbers for an TH. I've seen RJs dispatched with a ramp fuel of 3800lbs. Just get your license and get signed off before you start another thread.
Click to expand...
That’s the problem with JC. I can’t like this twice...
 
A1TAPE said:
But according to a quick google search the total fuel on EICAS goes to amber at <900 pounds.
Click to expand...

Well first i'm glad you're interested in dispatch as a career but you really need to chill. You are filling your head with utterly useless information.
Honestly, as of now I'd be really concerned if you got a job in dispatch because almost certainly you are going to be the one person in the office
on a 10 and clear day who falls way behind with problems that only seem to happen to you. Everyone will have to pull your flights, and you will
not be a very popular guy in the office. A big part of being a dispatcher is the ability to sort through all the information that could possibly be relevant
to what you are doing, then to decide which is actually relevant, and then from there
do something useful with that information and discard things that seem relevant but actually are not. By all means ask questions but I think you should
be focusing on asking better questions and to take the word of people on here who actually dispatch over whatever notions you may have about the field.
Classic example is earlier in this thread. Guy posted a sample acars (probably something similar to an acars he sends pretty regularly going into EWR) with fuel burns.
Your thought wasn't to evaluate the communication but to wonder if the 3500 meant 35000. 1. you picked the wrong information out of that cluster to focus on (ie: Why the lack of a 3rd zero vs 'this is how i talk to batman and robin')
2. You have no frame of reference as to what aircraft he's dealing with. If he's dispatching a 737, that 3500 seems low to me (i dont dispatch them so i dont know that for sure) if he's dispatching a king air, 3500 seems way high.
In his case he is probably talking about some form of regional jet, in which case that's probably right on the money BUT the important thing is the general outline of how he generally tries to deal with an aircraft telling him
he's holding not the other completely irrelevant detail that you picked out.

Your entire focus right now should be A. actually taking the class in the first place. B. focus on passing the practical/adx if you haven't already. C. Getting an interview and not being "that guy" in said interview so you get hired
D. Learning about the aircraft/policies/ procedures/ route structures/ opspecs/history regarding YOUR AIRLINE while not being "that guy" who knows it all but can't dispatch to save his life.

All this other crap ie: safety reports, the location of every occ/hq in the us, what an eicas does at a certain time, why LGA has a curfew while jfk/ewr do not etc. don't matter to you right now.
When it matters, you will be taught it.
 
You must log in or register to reply here.
Back
Top