Why are load planners a thing?
12-25-2022, 01:32 PM
#12
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Joined APC: Nov 2015
Posts: 113
Does United have some sort of exemption that allows their Captains to block out without meeting the requirements of 121.695(a)(1)?
How is the PIC carrying a copy of the load manifest if he doesn't even have it because it doesn't exist yet? I get that you don't have to know the distribution, but you do need to know whats on board...
How is the PIC carrying a copy of the load manifest if he doesn't even have it because it doesn't exist yet? I get that you don't have to know the distribution, but you do need to know whats on board...
YOU GOT EM'!!!!! Good work! Call in the FAA, case closed
12-25-2022, 05:03 PM
#13
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Joined APC: Mar 2012
Position: 777
Posts: 2,173
Loading a 777-300 ER can be an exercise in optimizing revenue. Cargo v. leaving people behind. We regularly carry over 100k in cargo, and have more cargo than we do weight available. Load planning and the station work together to maximize the money. They often "save" some weight for last minute changes which annoys me, because that means we leave people behind needlessly. You can work with them and be proactive to get more people on, but that seems to be the exception rather than the rule.
In short, it's all about the money, and the cargo contract. Can we leave some non-priority cargo behind today and take it tomorrow? Lots of decisions to make. And yes, they do ask us to reduce fuel once in a while to get more cargo on. So lots of moving parts, hence the load planners.
In short, it's all about the money, and the cargo contract. Can we leave some non-priority cargo behind today and take it tomorrow? Lots of decisions to make. And yes, they do ask us to reduce fuel once in a while to get more cargo on. So lots of moving parts, hence the load planners.
12-25-2022, 06:02 PM
#14
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Position: MEC Chairman, Snack Basket Committee
Posts: 3,199
Loading a 777-300 ER can be an exercise in optimizing revenue. Cargo v. leaving people behind. We regularly carry over 100k in cargo, and have more cargo than we do weight available. Load planning and the station work together to maximize the money. They often "save" some weight for last minute changes which annoys me, because that means we leave people behind needlessly. You can work with them and be proactive to get more people on, but that seems to be the exception rather than the rule.
In short, it's all about the money, and the cargo contract. Can we leave some non-priority cargo behind today and take it tomorrow? Lots of decisions to make. And yes, they do ask us to reduce fuel once in a while to get more cargo on. So lots of moving parts, hence the load planners.
In short, it's all about the money, and the cargo contract. Can we leave some non-priority cargo behind today and take it tomorrow? Lots of decisions to make. And yes, they do ask us to reduce fuel once in a while to get more cargo on. So lots of moving parts, hence the load planners.
12-25-2022, 06:57 PM
#15
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Joined APC: Feb 2012
Position: 787
Posts: 3,202
Not trying to stir the pot…an honest question. I fly for a regional and whether it’s jump seating or observing the UA plane sitting off to the side of the taxi way it’s usually waiting for the numbers from load planning.
Our rampers send us their cargo load report and ACARS spits out our numbers for takeoff. Why isn’t this the same at united?
Our rampers send us their cargo load report and ACARS spits out our numbers for takeoff. Why isn’t this the same at united?
do you really think your rampers are maximizing cargo and deciding how to load throuought the aircraft to maximize the CG?
I assume you are a new FO and will learn as you gain experience?
12-26-2022, 04:36 AM
#16
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Joined APC: Feb 2008
Posts: 19,704
I think he is a bit confused. He seems to think he is doing the load planning when in fact all he is doing is generating the final numbers. The load planning was done long before.
12-26-2022, 09:05 AM
#17
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Joined APC: Dec 2010
Posts: 3,123
You need to know what your airplane weighs before push. How else do you determine if you are over maximum ramp/taxi weight?
12-26-2022, 09:21 AM
#18
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Joined APC: Dec 2018
Posts: 432
If somehow we got overweight for the taxi out that would be “not my problem” moment and we’d go back to the gate and the company has a very expensive mx/operational delay.
We know how many people are on the plane from other pre-push documents you’d know about if you worked here.
12-26-2022, 09:26 AM
#19
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Joined APC: Aug 2020
Posts: 2,347
You don’t need pax count or final weight (unless bumping up against a limitation) before leaving the gate. You have planned weights based on what load planning has scheduled for the flight. If you are right at max taxi weight, you wait for final numbers before pushing, if not you taxi out and don’t take off until you have your final weight manifest, verify the weights, pax count, and takeoff performance. If the final fits the plan, you go. If they don’t, you send for new performance data.
12-26-2022, 09:49 AM
#20
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Joined APC: Dec 2010
Posts: 3,123
If somehow we got overweight for the taxi out that would be “not my problem” moment and we’d go back to the gate and the company has a very expensive mx/operational delay.
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