Meteorology Depts
12-17-2018, 06:31 AM
#1
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Meteorology Depts
Is there a widely-accepted consensus among pilots on which major/legacy/lcc has the best meteorology dept? (and by "best" I mean the one that consistently finds the smoothest/safest routing). Also, under the CBA/TA, do pilots cede some/any/all WX-related go/no-go authority?
12-17-2018, 07:20 AM
#2
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Originally Posted by hrmham
Is there a widely-accepted consensus among pilots on which major/legacy/lcc has the best meteorology dept? (and by "best" I mean the one that consistently finds the smoothest/safest routing).
Originally Posted by hrmham
Also, under the CBA/TA, do pilots cede some/any/all WX-related go/no-go authority?
DX could make a no-go call even if the pilot wanted to go. This might happen for operational reasons, ie too much congestion, need slots/gates for other aircraft, or if there was no good diversion airport from an economic perspective. There will always of course be a suitable and legal alternate, but if that alternate doesn't have facilities to handle pax, then they might not want to take the chance of a divert for example.
DX (or anyone else) cannot ever force a pilot to go.
12-17-2018, 10:36 AM
#4
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Originally Posted by rickair7777
No.
DX could make a no-go call even if the pilot wanted to go. This might happen for operational reasons, ie too much congestion, need slots/gates for other aircraft, or if there was no good diversion airport from an economic perspective.
DX could make a no-go call even if the pilot wanted to go. This might happen for operational reasons, ie too much congestion, need slots/gates for other aircraft, or if there was no good diversion airport from an economic perspective.
12-17-2018, 07:06 PM
#5
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Originally Posted by hrmham
I get that. What I'm curious about is the opposite; that is, when DX says "go" (weather is good enough from their perspective), but the PIC says "no-go." Obviously, under the regs, PIC trumps DX. But I've always wondered about how those conversations might unfold and whether it would trigger a sit-down with the CP.
Obviously this assumes some reasonable concerns, you can't just decide to not fly. Unless you call in fatigued or sick. Then you can.
12-27-2018, 04:10 AM
#7
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It’s all a trade off, winds, turbulence, altitudes, weather, etc.. Once you get to the area in question it may be 3 or 10 hours after the paperwork was generated. I’ve seen where the computer generated cost index has you about barberpole through moderate chop/turbulence or mountain wave.
Conditions change, some controllers have a better handle on rides than others. I like using current info to adjust as needed. If planned at FL 360, a smooth ride at 280 may not cut it for long, with extra fuel burn.
I guess when the pilotless planes take over, the ‘computers will handle everything’.
Conditions change, some controllers have a better handle on rides than others. I like using current info to adjust as needed. If planned at FL 360, a smooth ride at 280 may not cut it for long, with extra fuel burn.
I guess when the pilotless planes take over, the ‘computers will handle everything’.
12-27-2018, 08:26 AM
#9
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Lets just say my flights are the smoothest, avoids thunderstorms the most efficiently, and consistently finds the best flight levels with the least head wind/greatest tail wind. Having a Masters in Meteorology and almost two decades experience in aviation meteorology before becoming a pilot helps. 
12-30-2018, 08:54 AM
#10
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Originally Posted by IDIOTPILOT
I could imagine some companies DX would refer the matter to a CP or some kinda on-duty management pilot. I think how the pilots convey the concern is what’ll drive the situation next.
One time, the on-duty CP (who didn't really like my answer) referred the situation to the regional CP the next day. He listened to the tape and looked at the weather and called me to apologize on behalf of the DX and duty CP.
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