He may not being going for the ride, but if they actually become dispatchers, don't their tickets now become at risk?

 

The "Optimum Altitude" displayed (INIT or PERF page) when using Cost Index Zero is the most fuel efficient Max Range Cruise altitude. The FMC has the same performance tables built into it that the flight planning computer has, but the FMC also has current (real time) AND forecast winds and temps (assuming you enter them). Therefore, the FMC will be more accurate for optimum altitudes than the flight plan; that was probably calculated at least two hours before the flight. If FedEx really wants to save money, they need to let the FMC have the final "say" in calculating optimum altitudes.... not the flight planning system. That being said, I rarely see an "optimum altitude" that is FL 400 or higher (you would have to be really light). Because of this, I doubt that even the flight planning system will come up with cruise altitudes that high. In any case, you always have the "Max Flight Level" (INIT or PERF page) to reference. Depending on your airline's selection, the MAXFL will either be 1.2g or 1.3g buffet margin (UPS selected 1.2g, which IMHO was not really a good decision). Stay comfortably below the MAXFL, and you will be OK.

 

that is understood...just relaying some info...cost indexes will also be changing...there will be a learning curve..

 

As a flag carrier, an alternate is only needed if 1 hr before ETA or 1 hr after ETA wx is < 2000/3. The 1.2.3 rule.

 

Ok.

I can handle the age 60 thing. I can even handle getting srewed by the S/O back to Capt thing.....

But nobody is going to touch my damn Scooby Snacks....

My kids need to eat..

 

So I guess that good old Bill McKelvy was right all along. He changed the cost index so many times, the company finally published that FCIF telling us to leave the damn thing alone. The understanding was always it was a balance between time vs. fuel. With the cost of fuel these days, maybe the company is planning on shorter hub turns or earlier departures and arrivals, in order to both save fuel and at the same time, make delivery. Should be an interesting balancing act, but I just can't envision flight plans much above FL 370, as the high and low speed margins get real close together, way up there.

 

but those guys have dispatch licenses, right??? why are they not dispatchers? If one has to divert because of low fuel, won't that cost more money than havin a little extra go juice and the freight making it?

 

I contend that if someone would just sack up and divert to NQA, this problem would be solved!

 

Yeah.......the same Mckelvy who thought he could whip out his leatherman tool and do maintenace on the A/C, by himself, no documentation, no license.

 

There is a little project going to upload current winds via datalink directly into the FMS.....