Jhooper From United States of America, joined Dec 2001, 6199 posts, RR: 12 Posted (4 years 5 months 2 weeks 2 days 1 hour ago) and read 5771 times:
I think I have a basic understanding of the B43 and B44 rquirements.
In Summary (from the top of my head):
B43-Carry enough fuel to get to destination + 10% of time in Class II Airspace + Approach/Missed Approach + Fly to Alternate + Holding
B44-Comply with basic Intl requirements to carry enough fuel to get to destination + 10% of the time along the entire route + Approach/Missed Approach + Fly to Alternate + Holding. HOWEVER, the B44 allows you to reduce the 10% such that you only need to have 10% of the the fuel from the rerelease point to the destination with the required approach/missed approach fuel + holding.
Now, my question is, when would it be advantageous to file B44 versus B43?
Last year 1,944 New Yorkers saw something and said something.
Dispatchguy From United States of America, joined Jan 2006, 1248 posts, RR: 2
Reply 1, posted (4 years 5 months 2 weeks 1 day 18 hours ago) and read 5724 times:
You file B044 as that gives you the greatest reduction in terms of flag fuel requirements; HOWEVER, it requires the greatest amount of dispatcher oversight pre-departure, as well as enroute.
However, if the route or weather doesnt support a short-release destination, then you file B043.
Lets say youre working a JFKFRA; everywhere is fogged in from Shannon to Frankfurt; your short-release destinations are all crap, everywhere from Shannon to London is 0-0; then you file with B043 to reduce the required reserves into FRA.
If the weather along the Irish coast is good, you could then B044 it into Shannon with say a Dublin alternate for Shannon. Note that if the WX in FRA is also good, and doesnt require an alternate based solely on weather, you dont need to file an alternate for it as long as it is less than 6 hours from the redispatch point to the final destination.
Note also that some carriers have B343, which can reduce the 10% of the Class II enroute reserve to 5%.
Ifdmd11 From United States of America, joined Apr 2012, 1 posts, RR: 0
Reply 3, posted (1 year 12 months 4 days 12 hours ago) and read 3185 times:
Question for Dispatch guy,
MD11 headed to Japan. Redispatch point and RDC offered at the 2 hour point, fuel was above redispatch point fuel at that point. 15 minutes prior to redispatch point, fuel is now 300 pounds below redispatch fuel. Contacted dispatcher and was told since I was already be redispatched, the required fuel at the RDP was not required.
I pushed back, and suggested that since dest wx was cavu and flt time less that 6 hours, would he delete the ALT requirement and send me documentation to that effect, and I would continue. When on the ground and talking to dispatch supervisor he stated the dispatcher was correct.
When looking at the FAR, I think its pretty clear. Vol 3, ch 25, sec 4 part 121,3-2002 para A. a) " Conduct an updated fuel (operational) analysis based on the current route of flight, wind conditions, and aircraft weight, on the route from the planned redispatch or rerelease point to the intended destination airport."
My question?? I know the RD was legal at that point 2 hours prior, BUT at the RDP we did not have the fuel at the orginal redispatch point. But the re release point has me questioning what I think is right. (over 30 years of b43 and b44 flying)