Originally Posted by
LivinTheDream28
For those who work for ExpressJet, what are their policies for the following?
The FO notices the aircraft will be overweight with current loading, Captain wants to go
Given a more direct route in flight and it is apparent that the airplane will land overweight
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
Captain shows up drunk.....what do they tell you to do?
Captain passes out in flight for some reason (possibly due to an unknown smoke entering the cockpit)
Approaching a Class B airport ATC clears you to descend below the floor of Class B
Cleared for an approach 80 miles out at FL240
Weather goes below approach mins outside the FAF....inside the FAF?
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.
Here are some realworld answers:
1) If you are overwieght the W+B wont allow you to send...we do it on ACARS... it knows and flags the overweight value
2) Really we shouldnt accept a shortcut if it puts us overweight for landing but its captain discretion. Make sure that prior to landing the excess fuel is burnt off....descend earlier, dirty it up earlier etc....
3) Bad tire = get it changed. They can do this quick at a hub. Most times tires are in good shape. Part of the Service checks that are done every 3 days or so.
Nav light= Call mx, then flip a switch. The ERJ has Standby nav lights for just such an occaision. Daytime it can be MEL'd.
4) Captain drunk: Suggest he call in sick. If he wont, you call in sick. Its a better way to handle than ratting out to a CP but in the end, its something safety related that may require a CP getting involved. Company also has employee assistance program if its a personal problem.
5) Captain passes out?? Not likely but if so, fly the plane from the right seat...its where you are most comfortable and experienced. Sometimes there are jumpseaters or deadhead crews on board so check for another pilot.
6) Descending below floor of Class B can happen, but its up to you to recognize....speed limit is 200 knots.
7) Cleared for approach 80 out....standard IFR procedures...stay above and dont hit the mountains.
8) Wx below mins: outside FAF - no continue...hold or divert. Inside FAF continue and take a look.
9) Tstorm on airway: Look ahead with radar and get a deviation around it... pretty standard as far as operations go...
hope that helps... This should all be fairly obvious to a current IFR pilot.