ACARS wisdom

Isn't there a scenario where if on a super short leg if the taltn is further away than the destination it forces add fuel? Of course this is rarely the case.
 
Before people laugh at this situation. During my regional days, because of the unreliable flap system in the CRJ-200...we had to plan on getting to our T/O alt at flaps 20 to comply with an AD. If this was the destination, as if sometimes is on short hauls, your burn at Flaps 20 is obviously going to be more than normal burn at flaps 0. You had to put the difference in fuel somewhere...usually in hold. If they were tight on this...dropping the to alt could reduce the minimum to fuel. Obviously this is an extreme example and is not normal procedure on most planes...but this is a reason this could happen.
 
It must be a full moon. I got this one today - CAN YOU CALCULATE AN ALT THAT WILL BURN OFF 3000 LBS EXTRA WE NEED TO LAND WITH 20.0
 
From time to time I get that captain that wants a burn to his t/o alternate. If I knew at what point you'd be declaring an emergency and divert to your t/o alternate I'd be glad to provide you a burn.
 
onemanwolfpack said:
From time to time I get that captain that wants a burn to his t/o alternate. If I knew at what point you'd be declaring an emergency and divert to your t/o alternate I'd be glad to provide you a burn.
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When I was a dispatcher I just assumed position on the screen to destination.
 
BruinsFan said:
Before people laugh at this situation. During my regional days, because of the unreliable flap system in the CRJ-200...we had to plan on getting to our T/O alt at flaps 20 to comply with an AD. If this was the destination, as if sometimes is on short hauls, your burn at Flaps 20 is obviously going to be more than normal burn at flaps 0. You had to put the difference in fuel somewhere...usually in hold. If they were tight on this...dropping the to alt could reduce the minimum to fuel. Obviously this is an extreme example and is not normal procedure on most planes...but this is a reason this could happen.
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I recall that AD from my CRJ days. The procedure at my regional, as I recall, centered on the crew not dropping to initial flap setting until verifying weather at destination was above a certain threshold and the final flap adjustment not until the field was visually called.
 
onemanwolfpack said:
From time to time I get that captain that wants a burn to his t/o alternate. If I knew at what point you'd be declaring an emergency and divert to your t/o alternate I'd be glad to provide you a burn.
Click to expand...

Correct me if I'm wrong, but doesn't most flight planning software calculate burn/fuel/distance/time on the release when applying a TOA? The big factor in this assuring you are within the FAR limitations for a TOA.
 
jynxyjoe said:
When I was a dispatcher I just assumed position on the screen to destination.
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Hopefully they ask for a TO alternate before beginning the take off roll. And if they have an emergency before the take off roll I would assume they wouldn't take off.



Delta Echo said:
Correct me if I'm wrong, but doesn't most flight planning software calculate burn/fuel/distance/time on the release when applying a TOA? The big factor in this assuring you are within the FAR limitations for a TOA.
Click to expand...

Not either of the two systems I've ever used. What FAR limitations apply to an aircraft in an emergency situation?

We have only deter,ones as a carrier that all airplanes operate x miles won one engine not turning in still air for an hour or 90 minutes. Again assuming an emergency it'll be a dct routing (except places where the dct involves terrain clearance and a routing around the terrain is account for).

Question for the group, has anyone ever had an airplane go to a TO alternate?
 
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