Denied jumpseat by SkyWest with open seats!
12-23-2017, 05:45 AM
#41
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Position: Engines Turn Or People Swim
Posts: 39,297
Originally Posted by Fr8Thrust
A jumpseater is that far forward that you need to loose 800# of Fuel?
12-23-2017, 05:56 AM
#42
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Originally Posted by Fr8Thrust
A jumpseater is that far forward that you need to loose 800# of Fuel?
12-23-2017, 07:24 AM
#43
Gets Weekends Off
Joined APC: Sep 2009
Posts: 2,231
I've found it interesting that if you move the jumpseater from row one to the actual which is maybe 72" you go from being in C.G. to needing 400-800#'s of ballast in the cargo area. The jumpseater is only 190#, the distance from the cargo area to the C.G is about the same 72"?
Must be the arm from the C.G to the actual jumpseat position is longer than to the cargo pit?
On the 700 & 900 you sometimes need to move people forward!
Must be the arm from the C.G to the actual jumpseat position is longer than to the cargo pit?
On the 700 & 900 you sometimes need to move people forward!
12-23-2017, 07:24 AM
#44
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Joined APC: Apr 2008
Position: the right side
Posts: 1,373
Originally Posted by rickair7777
The JSer is a CG problem, common to need 500-800 lbs ballast in the rear bin to balance out the CG. When you're full boat that ballast has to come out of either pax or fuel. I'm not taking off with less than MINTO (or anywhere near MINTO in most cases), and I'm not lying about fuel on an airplane that transmits actual fuel load to SGU as soon as you go wheels up.
12-23-2017, 07:25 AM
#45
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Joined APC: Feb 2015
Position: Downward Dog
Posts: 1,877
Originally Posted by Fr8Thrust
I think you all missed the sublet hint in my last message. Half-weights.
Go ahead and ask EDV or AWAC who fly the same plane in the same market how they’re able to take JSs no problem.
Go ahead and ask EDV or AWAC who fly the same plane in the same market how they’re able to take JSs no problem.
You probably want to delete this. Then again you have proven that you have no idea what you are talking about.
I’m glad you don’t work at skyw, and I hope you’re an anomaly at Compass.
12-23-2017, 08:31 AM
#46
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Joined APC: Aug 2007
Position: I pilot
Posts: 2,049
Originally Posted by KSCessnaDriver
It's something with your (OO) airplanes then. Because I've never had to put 800 lbs of ballast on for a jumpseater, on a 200. I've seen crews that aren't willing to burn any fuel to get a J/S on, during my commute on OO, for what its worth.
As far as the ballast issue, I am not sure but I have heard several theories, one being that our galley is different and causes the plane to be nose heavy. Also, that some 200 operators have a heavy metal plate installed at the rear of the plane, which we don't have. And something about hydraulic 3. But its just stuff that I have heard on the line and I don't have any proof or data to back that up.
I remember being in CVG and telling the ramper we needed to add ballast and he got super upset saying that we are consistently the only company that asks for ballast.
12-23-2017, 08:56 AM
#47
Banned
Joined APC: Apr 2010
Posts: 803
I've also heard that AWAC has a permanent ballast kit in their 200's and doesn't impact their operation as badly because most of their operation at lower altitude cities. I've been to some of our stations and they would report that they are out of sand ballast and that may effect how many pax we could take. I bend over backwards to get a JS on and I have never seen one of our Caps to intentionally deny.
If a JS was denied, the reasons may have been valid CG issues. Keep in mind the station gets a load report before the flight and it could list to the station unable cockpit JS.
If a JS was denied, the reasons may have been valid CG issues. Keep in mind the station gets a load report before the flight and it could list to the station unable cockpit JS.
12-23-2017, 08:57 AM
#48
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Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,297
Originally Posted by zondaracer
I have burned off fuel to get a jumpseater on in the past.
As far as the ballast issue, I am not sure but I have heard several theories, one being that our galley is different and causes the plane to be nose heavy. Also, that some 200 operators have a heavy metal plate installed at the rear of the plane, which we don't have. And something about hydraulic 3. But its just stuff that I have heard on the line and I don't have any proof or data to back that up.
I remember being in CVG and telling the ramper we needed to add ballast and he got super upset saying that we are consistently the only company that asks for ballast.
As far as the ballast issue, I am not sure but I have heard several theories, one being that our galley is different and causes the plane to be nose heavy. Also, that some 200 operators have a heavy metal plate installed at the rear of the plane, which we don't have. And something about hydraulic 3. But its just stuff that I have heard on the line and I don't have any proof or data to back that up.
I remember being in CVG and telling the ramper we needed to add ballast and he got super upset saying that we are consistently the only company that asks for ballast.
I understand there's an option for a PERMANENTLY installed ballast that solves a lot of CG problems. But that is an option for the COMPANY, it is not an option for the PILOTS... they fly what the planes as provided by the company. I'm sure ALPA would have the ballast installed in no time. Actually SKW probably didn't install the ballast because they fly in the west and need flexibility to deal with density altitude in the Rockies in August.
12-23-2017, 09:03 AM
#49
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Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 39,297
Originally Posted by trip
Must be the arm from the C.G to the actual jumpseat position is longer than to the cargo pit?
12-23-2017, 09:37 AM
#50
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Joined APC: Nov 2010
Posts: 1,170
Originally Posted by rickair7777
Actually SKW probably didn't install the ballast because they fly in the west and need flexibility to deal with density altitude in the Rockies in August.
Last edited by velosnow; 12-23-2017 at 10:01 AM.
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