Originally Posted by
LivinTheDream28
For those who work for ExpressJet, what are their policies for the following?
1. The FO notices the aircraft will be overweight with current loading, Captain wants to go
2. Given a more direct route in flight and it is apparent that the airplane will land overweight
3. The standard interview scenarios: FO notices bad tire on preflight, or Nav light out....I know these questions are asked on interviews but I was wondering how XJT actually advises their pilots to handle them
4. Captain shows up drunk.....what do they tell you to do?
5. Captain passes out in flight for some reason (possibly due to an unknown smoke entering the cockpit)
6. Approaching a Class B airport ATC clears you to descend below the floor of Class B
7. Cleared for an approach 80 miles out at FL240
8. Weather goes below approach mins outside the FAF....inside the FAF?
9. If you notice there is a T-Storm right on an airway, do you always ask ATC for a vector or is there another procedure?
Again, I know some of these are common interview questions and I know how I would answer them, I'm just curious what the actual company procedures are. I have no 121 experience so I'm curious how you guys handle this stuff.
1. What weight limit was exceeded? MATOW? ZFW? If it's a performance limit I would put my foot down. That plane ain't moving without an FO. There are some grey areas when it comes to fuel burn issues.
2. How can you reduce the landing weight? Short of throwing out pax or bags, can YOU think of anything? Something that you could burn more of...?
3. Depends. Would you rather sit at the gate an extra 20 mins while a tire gets changed or shred a tire on takeoff, have to fly circles for 3 hours since you can't dump fuel in the ERJ and then land, definitely destroying some wheels and possibly balling up on the runway? Which do you think the company would the company prefer? Nav light is not as serious in my opinion. How do you know it didn't burn out in flight?
4. I'm gonna let you guess on that one
5. Well if I suspect something in the air, I'm donning the mask and then trying to get the CA's mask on him, declaring an emergency (incapacitation of a required crewmember), and trying to find those stupid pink slips to see if theres an ERJ pilot jumpseating. But thats me.
6. Basic FAR knowledge my man.
7. Welcome to Mexico.
8. Its in the FAR/AIM. You can look up 121 regs online from the FAA. The 121 rules for this ARE different from 91.
9. If its 5 degrees for half a mile, no one will know the difference. But if I am going more than a mile from the centerline, just CYA and ask. As soon as ATC sees the deviation they're are going to either ask you or yell at you. Just remember who the final authority is.