"Captain Add List" - WTF?
#71
Gets Weekends Off
Joined APC: Dec 2015
Posts: 540
For the above case, this kind of stuff has been happening for years. Likely the guys above the person who sent this email out told him to do it. When the pushback and visibility got to be too much, an apology and lets move on. Later, after this dies down, they will certainly try a different tactic complete with threats and perhaps just word it differently.
The flow is just about the only thing that keeps a few guys hanging on I'm sure. I would be very concerned if I was hired after about 2010 at Envoy in regards to the flow getting me to AA. Look at the forced upgrade disaster recently. Envoy is short Captains and eventually it will likely get to the point where the company will NEED every one on property just to operate. Expect a temporary halt in the flow, and some change in the flow with lower numbers later on and maybe a few bucks thrown your way.
#73
Gets Weekends Off
Joined APC: Jun 2014
Posts: 924
Over at RAH we see the fuel programs from all three legacies. AA is by far the most stringent and sometimes downright sketchy when it comes to fuel.
Last year I was in recurrent training with the former E-170 Program Manager. Fuel came up in conversation and he told the story of how AA came to us around a decade ago and said "You guys are carrying too much gas." "How do you know that?" we said. Their reply: "Our bean counters have looked at your diversion numbers vs. everyone else's and you are diverting less than any other carrier in our system. That must mean you are carrying way too much fuel."
Last year I was in recurrent training with the former E-170 Program Manager. Fuel came up in conversation and he told the story of how AA came to us around a decade ago and said "You guys are carrying too much gas." "How do you know that?" we said. Their reply: "Our bean counters have looked at your diversion numbers vs. everyone else's and you are diverting less than any other carrier in our system. That must mean you are carrying way too much fuel."
#74
Over at RAH we see the fuel programs from all three legacies. AA is by far the most stringent and sometimes downright sketchy when it comes to fuel.
Last year I was in recurrent training with the former E-170 Program Manager. Fuel came up in conversation and he told the story of how AA came to us around a decade ago and said "You guys are carrying too much gas." "How do you know that?" we said. Their reply: "Our bean counters have looked at your diversion numbers vs. everyone else's and you are diverting less than any other carrier in our system. That must mean you are carrying way too much fuel."
Last year I was in recurrent training with the former E-170 Program Manager. Fuel came up in conversation and he told the story of how AA came to us around a decade ago and said "You guys are carrying too much gas." "How do you know that?" we said. Their reply: "Our bean counters have looked at your diversion numbers vs. everyone else's and you are diverting less than any other carrier in our system. That must mean you are carrying way too much fuel."
#75
Just my 2 cents.
Had an envoy dispatcher on the Jumpseat a few years ago, when they started this fuel initiative. He told me, his bosses would rather see us divert, then the dispatcher give additional fuel.
Then just last week, I had a dispatcher from RAH on the Jumpseat. They said Delta never wanted diversions or return to gates. But AA was always bare minimum on the fuel. But this person always filed arrival fuel, no less than 3100-3200lbs. And last leg to the hotel was .78 or better. I thought that was nice of them.
Had an envoy dispatcher on the Jumpseat a few years ago, when they started this fuel initiative. He told me, his bosses would rather see us divert, then the dispatcher give additional fuel.
Then just last week, I had a dispatcher from RAH on the Jumpseat. They said Delta never wanted diversions or return to gates. But AA was always bare minimum on the fuel. But this person always filed arrival fuel, no less than 3100-3200lbs. And last leg to the hotel was .78 or better. I thought that was nice of them.
#76
How is the CRJ fleet manager that sent this even a pilot? Homie had delusions of being RW junior until his world got shattered.
I’ve been on hundreds of flights where I didn’t burn my contingency fuel, use a back up generator/redundant system, or blow the fire bottle (much less both of them). We should get rid of all these expensive “extras” to save the company money. Speaking of which how do you all feel about the new Greatly Valued Single Pilot Program (GVSPP) they’re launching in the fall? Someone at HQ heard that the military has single pilot jets and saw the $$$!
I’ve been on hundreds of flights where I didn’t burn my contingency fuel, use a back up generator/redundant system, or blow the fire bottle (much less both of them). We should get rid of all these expensive “extras” to save the company money. Speaking of which how do you all feel about the new Greatly Valued Single Pilot Program (GVSPP) they’re launching in the fall? Someone at HQ heard that the military has single pilot jets and saw the $$$!
#77
Gets Weekends Off
Joined APC: Oct 2017
Posts: 101
Just my 2 cents.
Had an envoy dispatcher on the Jumpseat a few years ago, when they started this fuel initiative. He told me, his bosses would rather see us divert, then the dispatcher give additional fuel.
Then just last week, I had a dispatcher from RAH on the Jumpseat. They said Delta never wanted diversions or return to gates. But AA was always bare minimum on the fuel. But this person always filed arrival fuel, no less than 3100-3200lbs. And last leg to the hotel was .78 or better. I thought that was nice of them.
Had an envoy dispatcher on the Jumpseat a few years ago, when they started this fuel initiative. He told me, his bosses would rather see us divert, then the dispatcher give additional fuel.
Then just last week, I had a dispatcher from RAH on the Jumpseat. They said Delta never wanted diversions or return to gates. But AA was always bare minimum on the fuel. But this person always filed arrival fuel, no less than 3100-3200lbs. And last leg to the hotel was .78 or better. I thought that was nice of them.
#78
Gets Weekends Off
Joined APC: Feb 2017
Posts: 263
Roughly 1600 lbs at idle (800/side) on the Airbus give or take. 737 is similar.
You only burn 500 lbs an hour total at cruise? I don't think that is anywhere near correct.
Our avg taxi time in DFW is around 12 minutes.
With the APU running (400 lbs/hr) and one engine running (800 lbs/hr) you're at 1200 lbs/hr. Not accounting for increased fuel flow to SE taxi on the operating engine.
In most scenarios it's a wash or close to it.
You only burn 500 lbs an hour total at cruise? I don't think that is anywhere near correct.
Our avg taxi time in DFW is around 12 minutes.
With the APU running (400 lbs/hr) and one engine running (800 lbs/hr) you're at 1200 lbs/hr. Not accounting for increased fuel flow to SE taxi on the operating engine.
In most scenarios it's a wash or close to it.
#79
Gets Weekends Off
Joined APC: Nov 2013
Posts: 854
If anyone gets CA ADD and needs an additional explanation, here is an extra one to add: almost none of envoy's flight plans plan for a correct top of descent based on published arrivals. Be sure to add this to your list of reasons why you need the fuel, since sabre doesn't calculate TOD based on published STAR altitudes.
This is insanity. Considering it is the Captain who must agree to accept the fuel planning, NOT calling for add fuel when you believe you need it is non-compliant, according to the FARs.
This is insanity. Considering it is the Captain who must agree to accept the fuel planning, NOT calling for add fuel when you believe you need it is non-compliant, according to the FARs.
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