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Originally Posted by Jet87
(Post 1917200)
Nice try. All CRJ operators have had some issue with slow speed events. You just aren't aware of any. Yes I'm sure SkyWest has had more then others but you guys aren't immune.
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Originally Posted by NVUS
(Post 1917184)
You assume way too much. Dispatchers plan the flight within the legalities, what you do with it after you push off the gate is all you. If you want to fly through all those thunderstorms the dispatcher routed you around, that's your prerogative. Wanna take it up to FL410 when you were planned at FL280, alrighty then. No one's here to play snitch.
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Originally Posted by seekingblue
(Post 1917218)
that's a fair point. However, the events weren't bad enough to put an altitude limitation on the CRJ.
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Originally Posted by NormalAbnormal
(Post 1917225)
Wow. Just, wow. 2 words: Joint Authority.
(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications. (d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane. (e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers. I'm not being cynical about it, I was just trying to say that dispatchers are not here to play snitch or second guess the operational control of the PIC. |
Originally Posted by NVUS
(Post 1917253)
FAR 121.533
(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications. (d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane. (e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers. I'm not being cynical about it, I was just trying to say that dispatchers are not here to play snitch or second guess the operational control of the PIC. |
SKW 200s restricted to 280 and 900s to 350
Originally Posted by NVUS
(Post 1917184)
You assume way too much. Dispatchers plan the flight within the legalities, what you do with it after you push off the gate is all you. If you want to fly through all those thunderstorms the dispatcher routed you around, that's your prerogative. Wanna take it up to FL410 when you were planned at FL280, alrighty then. No one's here to play snitch.
I am assuming that there is a list published. I'm just going off of what someone posted on that. But I'm also going off of the Skywest memo someone that said that occ and the FAA will be strictly monitoring those altitude/speed restrictions. So if it's not a dispatcher who will be snitching, who in occ will be strictly monitoring? |
Originally Posted by NVUS
(Post 1917253)
FAR 121.533
(b) The pilot in command and the aircraft dispatcher are jointly responsible for the preflight planning, delay, and dispatch release of a flight in compliance with this chapter and operations specifications. (d) Each pilot in command of an aircraft is, during flight time, in command of the aircraft and crew and is responsible for the safety of the passengers, crewmembers, cargo, and airplane. (e) Each pilot in command has full control and authority in the operation of the aircraft, without limitation, over other crewmembers and their duties during flight time, whether or not he holds valid certificates authorizing him to perform the duties of those crewmembers. I'm not being cynical about it, I was just trying to say that dispatchers are not here to play snitch or second guess the operational control of the PIC. (a) Each certificate holder conducting domestic operations is responsible for operational control. In other words, outside of a PIC's emergency authority under FAR 91.3, operational control remains with the certificate holder. A dispatcher along with the PIC could face certificate action if they saw anything unsafe in the operation of a flight and just sat on their hands. Typically deference is paid to the PIC because they are the one there and directly facing the threats to the flight. That doesn't abrogate the responsibility and authority of the dispatcher.(c) The aircraft dispatcher is responsible for— (1) Monitoring the progress of each flight; (2) Issuing necessary information for the safety of the flight; and (3) Cancelling or redispatching a flight if, in his opinion or the opinion of the pilot in command, the flight cannot operate or continue to operate safely as planned or released. For instance, after leaving the gate, or even if already airborne, the dispatcher can recall the flight. A PIC who ignores those instructions (absent 91.3) is going to be doing a carpet dance. |
Honest question for the Skywest people....
What do you do if the APU is deferred in an unknown state, and the MEL has you limited to 220 KIAS? |
Originally Posted by wmupilot85
(Post 1918988)
Honest question for the Skywest people....
What do you do if the APU is deferred in an unknown state, and the MEL has you limited to 220 KIAS? |
Originally Posted by wmupilot85
(Post 1918988)
Honest question for the Skywest people....
What do you do if the APU is deferred in an unknown state, and the MEL has you limited to 220 KIAS? |
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