notadog

I realize that.

I guess expecting a "professional" to be able to make a simple position report is a bit much...

Deespatcher

UPS is flag/scheduled. There is no required dispatcher in a Supplemental operation, though most supplemental carriers require some one with a dispatch license to be there to hold the "flight follower" position. 121.537(b) states "The pilot in command and the director of operations are jointly responsible for the initiation, continuation, diversion, and termination of a flight in compliance with this chapter and the operations specifications. The director of operations may delegate the functions for the initiation, continuation, diversion, and termination of a flight but he may not delegate the responsibility for those functions." In most cases, the DO has delegated the function to a flight follower or "dispatcher", but is still held responsible.

So I "believe" that no, the captain cannot just amend his own release and head to the final destination without the re-release message from who ever is on the ground (without using the "emergency authority"). I know of carriers (Tower I think it was) who once had in their Ops manual that in the event of an inability to contact dispatch, the crew could continue on if fuel requirements were satisfied. They also had that they could be planned to land overweight at the dispatched destination... Their POI seemed to be pretty lenient.

The supplemental operations I've worked in both had it spelled out in their ops manual that you must receive a re-release from a dispatcher. I also think the ops specs imply that there has to be a message sent to the crew and they must acknowledge in either case of a redispatch or re-release.

Gunter

UPS must have the FAA in their hip pocket with all the buffoonery and misinformation flying around over there. Anybody else would be investigated and have training programs changed.

golfandfly

Gunter,

I can't agree more. They actually have people here saying that they will fly to their destination (using Captain's emergency authority) if not re-released. I always thought emergency authority was for EMERGENCY situations, and to me, getting the boxes to their destination doesn't seem like a reason to break the FARs. If their was a typhoon over the rerelease airport, emergency authority might be warranted.

That said, I can't believe we still carry the additional 10% reserve. This Cat 1 reserve was established when we were navigating with inferior equipment. With triple IRS and GPS, navigation is very tight. It seems to me that the 10% reserve should be based on aircraft equipment, much like RNP or RVSM. Don't get me wrong, I like having additional fuel, but this is pretty dated regulation.

Freightpuppy

DUDE! Money talks! I DO wholeheartedly think this is the case. They get away with so much crap, it's not even funny.

MX727

FDX is very clear that you have to receive the re-release too. Just wasn't sure what the UPS situation was and what the general situation is for a Supp.

Thanks for the info.

JustUnderPar

Not that dude. Life is just that simple for you isn't it? Its that everyone that flies with you hates your $$$$ing guts....

JustUnderPar

That is getting ready to change. The company has very good lawyers is the only reason they don't get into more trouble. This little mess they are in now is going to get very public, it will serve its purpose and the three "test pilots" will be canned.

Lineslug

Aaaaaaah, got it now, thanks. The stars have all aligned and everything is crystal clear.

767pilot

I think that they skate on this one. At worst, the IRO that didn't tell the captain what he found out gets a wrist slap. Too political with the card drive that is going on.