Originally Posted by
Regularguy
Wow, you must fly some real junk or are “fatigued” an awful lot. Personally I rarely see any rule or issue which would cancel the flights I’ve been in charge of.
Over my years as Captain I can remember turning down Just a few airplanes and actually turned around once for a strong vibration prior to going feet wet on an ETOPs flight.
I have also delayed takeoff for weather and cancelled a flight for severe WX at the destination.
Basically I think one would have to look really, really hard to find something at UAL to cancel a flight or turn down and airplane.
The maintenance is really good and the Dispatchers are normally on top of things.
Almost 20 years here. Seen a handful in my time. One that is still memorable.....
Night, late flight, long day DEN RNO. 320, one gen inop, APU has to run and has history of faults. One pac deferred, other pac has history of faults. Limited to FL300 if memory serves on the Bus with one pac.
TStorms across the Rockies and in RNO area.....
CA called dispatch and asked WTF. Dispatcher was explaining that he just got on shift and was looking at it......then he’s like WTF once he looks. Aircraft re routed to ORD over the VFR plains to ORD to get fixed after he brings MX into the conversation.
CA would have refused in a heartbeat. And that was probably the only time I can remember saying I ain’t gonna be on that flight with that airplane.
Fortunately common sense prevailed.
If a CA says no go, so be it. This CA knew he wasn’t going to take the aircraft. He used the resources available and got a suitable aircraft replacement. Never had to refuse the aircraft. Just worked inside the system to find a better answer.
I wouldn’t be pleased with the aircraft but would have flown it to ORD that day but not RNO night over the rocks.
Just an example of when “legal” doesn’t necessarily mean smart regarding MELs.
Lee