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Austin7 said:
If your gonna name drop the school you attended at the very least name a reputable school. Could of named Yale or Harvard for starters
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Again where the eff did you go to school to be on your high horse that Baylor is some inferior school- tread lightly my friend and reflect on your own limitations.
 
With that Baylor degree and dispatch license I think he is overqualified for dispatch management and would never get hired into management. You need no dispatch or operational experience and no degree. The requirements to be a dispatcher these days are higher than a dispatch manager.

If you argue over every drop of fuel, pilots are going to remember your name and you will get a very bad reputation.

If you somehow make it into management and start going after dispatchers for fuel usage you will have both the dispatch union and the Feds all over you. Managers who do that sort of things arent well remembered or liked.
 
CRJInTheHeartOfTexas said:
I have a 4 year degree from Baylor, don't need your help with the English language. However, apparently I don't understand the concept of team work and safety with regards to fuel. Please, you love to condescend to me- go ahead, you have my permission.
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The airline you so want to work for in Fort Worth has a written essay portion of the interview. Better practice on the grammar if you want to work for us.
 
CRJInTheHeartOfTexas said:
45 minutes plus a standard buffer depending on aircraft type and then wx add based on policy.
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So you are the guy that nobody ever wants to relieve because he min fuels everything. Even when we had the fuel reward program, when the weather was bad the policy went out the window. For a DFW weather session, you better be coming in here with fuel way over the policy otherwise you will have some very unhappy people who wont ever want to relieve you.

Fuel policies are written by people who rarely if ever dispatch.
 
Take or leave this, but here's my general thought process on how to handle the “fuel call,” especially if it’s on a recorded line. Keep in mind I’m not inherently predisposed to deny the Captain’s request. I could be wrong, of course! But I would like a stated explanation as to why for the record.

PIC: “ Hi Kev, I was looking for an extra xxxx lbs of fuel.”
ME: “OK, we’ll take a look at it, but just for my own reference is there something I might have missed in my flight planning?”

At the outset, smooth over any concerns PIC might have about your initial attitude and concede that you may have made a mistake or overlooked something somewhere. This may be difficult if you are hell bent on being a manager someday.

As we know, some pilots have a minimum landing fuel preference (not according to fuel policy). I don’t know who they are nor do I know if there’s a uniform value for a fleet where Captains get together at the Tiki Bar and agree to spread this shadow number to be consistent across the board.

When PIC states what might be an arbitrary value of fuel in pounds, I get cracking on the flight plan and see how much additional fuel will be as a function of TIME (while of course looking at the burn differential). I mostly only bring up the burn differential if it’s an absurd request.

So when a value in pounds is presented, I’ll let PIC know how much time that is. If I’m somewhat in disagreement with the value, if landing in Lexington with an hour-twenty worth of extra fuel for example, state that value. Depending on the airport, I’ll probably also state the traffic volume at ETA and discuss the likelihood of holding. This tactic has more effect at Lexington than, say, LGA. Then I might haggle the fuel value down to something I think is more reasonable.

In this example, at this point, you’ve clearly done your job with diligence and professional respect. You’ve presented information and alternatives. You’ve done your job.

If PIC wants to stick with the magic number in case ATC makes the plane fly at 5000 FT, or because there’s no airfield nearby the destination within 10 minutes’ flying time, or because “it’s Christmas (yes, this really happened),” then you’re out of options to reason with someone who happens to be flying the plane and is anticipating the absolute worst case scenario.

So, if you’re looking to impress management by taking a delay while you and the PIC are at an impasse as to how the flight may be safely conducted by withholding fuel from your desk, I’d invite you to get out of the judgment industry. You won’t be positively impressing anybody other than yourself.

Fortunately, at my shop, there’s an area where I can put in the value of Pilot requested fuel if I change the block value. And when I create a new release, I have to put a remark as to why the release changed. Then, I’ll diplomatically word the pilot’s request. If I’m in agreement with the reasoning, I will add something like “Dispatcher In Full Agreement.”

There are a lot of variables and “choose your own adventure” scenarios of course, but at the very least – in any context - do what you can to get a full explanation. State your reasoning, state the information you have available to you, and try to compromise. If you disagree with the pilot, let your questions and information imply that disagreement. Be willing to empathize with the scenario from the pilot’s seat, and if he/she seems completely ridiculous, call the fuel truck anyway.

Then write a letter to the chief pilot when you get a chance and explain your side of the situation. Copy your manager to CYA and show you made every effort to present your case, and you’re done.
 
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Wrong. I'm tired of the regulars on here spreading their bs. It's like a cult on here- you want a job, better kiss mannaiax's rear-end. I post in protest of the status quo and I don't need your negativity and ceraintly don't need your blessing for my future. Period.
 
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