Attn Commutair dispatchers

Not sure if it was a United thing or an OO thing, but I'm thinking United because I never saw it on the other parthers as much, but it seems like they loooooooove to tanker fuel on that side for no discernible reason, and almost always on short legs. My first leg in the left seat was an ORD-GRR turn tankering, planned right up to MLDW which you never do. Early descent, APU on, boards out in level flight, gear down 35 miles out, etc. Annoying. Then you'd have LGA planned on the DL side with borderline ceilings, no hold fuel, and 15 minutes of contingency.
 
JordanD said:
Not sure if it was a United thing or an OO thing, but I'm thinking United because I never saw it on the other parthers as much, but it seems like they loooooooove to tanker fuel on that side for no discernible reason, and almost always on short legs. My first leg in the left seat was an ORD-GRR turn tankering, planned right up to MLDW which you never do. Early descent, APU on, boards out in level flight, gear down 35 miles out, etc. Annoying. Then you'd have LGA planned on the DL side with borderline ceilings, no hold fuel, and 15 minutes of contingency.
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Did you mention anything on the ground? I personally appreciate when crews do. Sometimes things are so messed up that dispatchers end up rushing and making errors. It’s nice when a captain will call and ask about something that doesn’t make sense so we can get it corrected before it becoming a problem in the air. Unfortunately many times it will end up being an ACARS enroute when nothing can be done. And it’s usually sassy like “Are you min fueling everyone or is it just us?” Not helpful.
 
JordanD said:
Not sure if it was a United thing or an OO thing, but I'm thinking United because I never saw it on the other parthers as much, but it seems like they loooooooove to tanker fuel on that side for no discernible reason, and almost always on short legs. My first leg in the left seat was an ORD-GRR turn tankering, planned right up to MLDW which you never do. Early descent, APU on, boards out in level flight, gear down 35 miles out, etc. Annoying. Then you'd have LGA planned on the DL side with borderline ceilings, no hold fuel, and 15 minutes of contingency.
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Based on the experience I have (not Commutair) this is typically the mainline carrier's request to tanker based on fuel prices at whatever station you are tankering through. That being said, the only guidance I received on how to tanker was to look at the next like and try to achieve that as your landing fuel for the 1st leg. RJs just don't have much room for any extra fuel so now you're at/near structural.
 
JordanD said:
Not sure if it was a United thing or an OO thing, but I'm thinking United because I never saw it on the other parthers as much, but it seems like they loooooooove to tanker fuel on that side for no discernible reason, and almost always on short legs. My first leg in the left seat was an ORD-GRR turn tankering, planned right up to MLDW which you never do. Early descent, APU on, boards out in level flight, gear down 35 miles out, etc. Annoying. Then you'd have LGA planned on the DL side with borderline ceilings, no hold fuel, and 15 minutes of contingency.
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Flights are marked for tankering based on what the partner asks for, and it's usually because the cost of fuel is cheaper in city X than city Y. It's actually a good program that does save a ton of money, though it can be really inconvenient for planning at times. The tankering policy is round trip the fuel, if that won't fit then fuel within 500lbs of MLDW or MTOW if T/O is limiting.
 
I'll do 500-750lbs once I factor in a full boat. Don't want to fill up on gas to save money, just to have to burn it before takeoff or wait to defuel when another flight cancels and suddenly you're full.
 
who'swho said:
Based on the experience I have (not Commutair) this is typically the mainline carrier's request to tanker based on fuel prices at whatever station you are tankering through. That being said, the only guidance I received on how to tanker was to look at the next like and try to achieve that as your landing fuel for the 1st leg. RJs just don't have much room for any extra fuel so now you're at/near structural.
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That was how I was taught to tanker. Plan B to C, then try to aim for B TOW when you do A to B's LW. More often than not, it'd be VERY close to MLW.

This came up in another thread: the speed brakes exist for a reason. I THINK the quote went: "the boards are for their mistakes, not ours," which I didn't realize could also apply for screw-ups on dispatch releases when the short cuts get given by ATC, or the weather *doesn't* happen.

It's just a pain in the ass though, I get it, when you're taught to plan pessimistic and then it clears up and now you're flight following 2-3 hours' worth of heavy jets.

When I used to DX for my regional shop, I'd get to know certain captains who actually liked going empty. If the minimum didn't work, THEN they would call and express concern. Further ALTN, lower cruise alt, whatever. They were usually really cool to talk with the newer DXers, too.

Just my .02.
I get the frustrations from N90 control though. The Rjets have NO room for error.
 
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