JMO, but I do not believe there is the same opportunity in SLC that was available to Morris Air's development. A lot more competition today than that which existed his last foray there. Should be interesting though.

(Written on 12/21/2019)(Permalink)

Another part of the problem is that in the eyes of the FAA, All Aircraft are Created Equal. They have no idea as to the range capabilities and performance issues for each aircraft. They need to go back to separating aircraft and leave flight planning to professionals who have all of the data necessary to do so compliantly.

(Written on 06/17/2017)(Permalink)

Really? If the folks at the FAA Traffic Management Unit and/or the System Command Center change a specific aircrafts routing PRIOR to departure, how is the Dispatcher notified? Answer is that he/she is not as the FAA has no requirement in this new miracle of aviation to dot all the i's or cross all the t's. So compliance with 121.533 (b) is lost. Here's what happens in the real world. Flight accepts reroute prior to departure. In almost every case is told to take or leave it. Launches. Then once the dust settles they try to contact their dispatcher. Sometimes successful, sometimes not, as it depends upon where your are departing from and the communications available in that part of the world. Case in point, BOS-MCO. Aircraft routed relatively direct down the coast. DC Center tanks. ATC issues a reroute. Now routed BOS to Cleveland Center then points south avoiding DC Center airspace. Crew is given ultimatum by BOS ATC and launches with new route. Once airborne they cal

(Written on 06/17/2017)(Permalink)

Not a matter of being stupid. It is not understanding how operational control works. The Air Traffic Management side of the FAA is ursurping the FAR requirements in the interest of "efficiency". That's great except then safety and compliance are taking a back seat. They (the FAA) have no idea if the aircraft has the fuel to fly this route, has any MEL items or other operational limitations that would make it unable to fly this new route, and/or any of the operational parameters that may be limiting factors for this flight. The FAA folks in Air traffic Management that are determining these new routes know nothing about the operational capabilities of the aircraft they are rerouting. The FAA FSDO's and Inspectors are taking a see no evil, hear no evil, speak no evil approach to these situations for the most part. But, here is the gotcha...If the captain takes it upon himself to launch on one of these reroutes and the dispatcher is not included in the process, the regulatory side of

(Written on 06/16/2017)(Permalink)

Until the flight is airborne, the Captain has to abide by the requirements of 121.533. See paragraphs (a) and (b) above. The FAA cannot disregard this requirement.

(Written on 06/16/2017)(Permalink)

FAR 121.533 (a) Each certificate holder conducting domestic operations is responsible for operational control. (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. (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. (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 cr

(Written on 06/16/2017)(Permalink)

No, you cannot do that in a P121 operation. You are bypassing the safety requirements of the FAR's. P135 and P91 operators have different rules.

(Written on 06/16/2017)(Permalink)

The pilot accepting or declining is not the issue. They (the FAA) have failed to provide a vehicle for compliance with FAR 121 as it pertains to "joint responsibility" between the PIC and the Aircraft Dispatcher. "Easier to accomplish" while being non-compliant with the required joint decision making leads to certificate action against both the pilot and the company. UPS is not a steamship company, so therefore the Captain cannot act independently and autonomously. There are other requirements that are being bypassed when ATC decides to go into the routing of aircraft for their convenience.

(Written on 06/16/2017)(Permalink)

It would appear that the FAA is now in the Aircraft Dispatching business. I guess the requirements of positive operational control via FAR 121 no longer apply? I wonder if this UPS crew has the fuel to fly the new route, the WX, Sigmets, Airmets, winds aloft and/or any other pertinent data for the safety of flight on the new route? They seem to be in violation here. This new stuff is very slick, but is it compliant?

(Written on 06/16/2017)(Permalink)

Total nonsense. Obviously they have markets that will provide higher yields than the LAS flights were providing. LF is a bad measure when there are minimal yields in the market. Must have borrowed the PR folks from Southwest to provide their info.

(Written on 11/18/2016)(Permalink)