Position: TOU (Tatoosh: the northwest corner of the lower 48)Altitude: 32,000 feet
Destination: Anchorage
The winds are 40 knots higher than forecast at our flight planned altitude of 36,000 feet; so, we are trying to slip underneath the high speed layer of wind at 32,000 feet. However, our fuel burn at 32,000 feet is higher than forecast at 36,000 feet. On the other hand, our groundspeed is higher at 32,000 feet. Will it make any difference? Maybe a little... Sometimes a little is all you need to make that last turn in the holding pattern before bugging out to the alternate airport. Fi-Fi's fuel burn computers are fairly accurate in the big picture, but since she does not know what will happen in the airport area with ATC, she WAGs the fuel on board at landing. I rely on my #2 pencil (and my dispatcher) for critical fuel calculations.
Once again, we are loaded to the max with folks, bags, mail, and freight headed for Alaska. The weather is forecast to be marginal visual conditions on our arrival; maybe a little bit of light rain and fog, too. The only thing that could impede our arrival would be some sort of an airport problem (accident, earthquake, power failure). Anyway, we have fuel for Fairbanks and a few minutes in the holding pattern over Anchorage. The latter is what I worry about... If I can stretch that by any amount, it is a good thing. Just a few hundred pounds can be the difference between "I will never fly this airline again" and "You guys are the best!"
Overhead, a clear view of the State Bird of Alaska, also heading for Anchorage. We are slowly passing underneath them. The contrail is hypnotic as it rushes away from the engines; an amazing sight. After another 1200 miles, we will be pulling into the gate as they are landing.
Life on the line continues...
10 comments:
A beautiful sight, Dave, and clever photo! You are scoring well on the Anchorage trips lately. It's always a max. load, isn't it, as it is on the Alaskan birds on which we've always flown.
Should you need to fly to an alternate on any route, does this require answering to an enquiry - or just a bit of extra paperwork?
noella- a standard issue re-fueling or weather related diversion requires no extra paperwork; anything else does...
Hi Dave, I read your blog and notice that there are often posts about the "grey hair factor" and "pucker factor" when it comes to fuel. As a passenger on an airline, should I ever worry about how much (or how little) fuel is on board, or is there always a safe margin?
For Anon ;-)
Anchorage Approach, this is xxxxx.
xxxxxx, go ahead.
xxxxxx requesting direct approach, low on fuel.
Standby....
xxxxxx requesting direct approach, low on fuel.
Standby....
xxxxxx requesting direct approach, low on fuel.
Standby....
Anchorage Approach, this is now glider xxxxx requesting direct approach . . .
Dave,
Love the blog! Have you seen this site?
Flying in the Alaska Bush. A photoessay of some bush flying in Alaska with a Piper Super Cub:
http://shaunlunt.typepad.com/shootings/
be safe,
thx1169
anonymous 738- not really; even though the airline Chiefs are getting stingy with fuel, we (the crew) take care of the pax and ourselves before profit. The bad thing about this fuel stuff is taking the wrath of the passengers when we have to deviate for a re-fueling stop. Yikes!
Thanks for the excellent Blog Dave. Usually understand most of what you write but:-
"she WAGs the fuel on board at landing."
has me scratching where hair used to be.
Great photos by the way, what sort of camera do you use to pull in other aircraft with such good resolution?
I wondered the same thing so i typed WAG into this sight:
http://www.acronymfinder.com
and the first one on the list was "Wild Ass Guess" hope thats not it.
Great post Dave, keep them coming.
hcolin and dan- yes- wag, the infamous acronym for guessing.Fi-Fi makes an estimate on the three dimensional path to the runway, then wags the fuel at touchdown. This estimated path is never the one atc assigns, so it is up to me to guess what they might do and figure fuel accordingly. No big deal in the old days when we could carry extra kerosene, but now the boss wants extra fuel cut to a minimum. It costs fuel to carry fuel... Very few flights have to divert because of low fuel and when they do it costs about $15,000. They would rather pay that once in awhile than pay for extra fuel all the time. I don't agree, but I am spit on the cogwheels.
I use a Nikon 8700 CoolPix...
Hey, Dave – Happy Birthday, belatedly! Sounds like you were heading to your favourite city (Anchorage) on the day.
For the year ahead, I wish you good health, happy pax, tail winds, excess fuel, and soft landings... N.
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