Pilot forced to sleep on plane?
07-25-2021, 05:59 AM
#31
It's 5 o'clock somewhere
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Originally Posted by rickair7777
What airplane? Blue hyd loss would certainly be an air return on an airbus.
07-25-2021, 06:42 AM
#32
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I was in the Jumpseat once on big legacy when WX went down and Captain turns to me and asks, where would you rather divert to?
I think he was serious, LOL!
I think he was serious, LOL!
07-25-2021, 06:42 AM
#33
That/It/Thang
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Originally Posted by rickair7777
What airplane? Blue hyd loss would certainly be an air return on an airbus.
Because based on the Airbus procedure and knowing what the blue does, I dont think "certainly" would be the word I would use
Slats at half speed? Spoiler 3 gone?
07-25-2021, 06:49 AM
#34
ILL BEE DAT
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Originally Posted by trip
I was in the Jumpseat once on big legacy when WX went down and Captain turns to me and asks, where would you rather divert to?
I think he was serious, LOL!
I think he was serious, LOL!
07-25-2021, 06:49 AM
#35
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Originally Posted by CincoDeMayo
What does your COM say, curious.
Because based on the Airbus procedure and knowing what the blue does, I dont think "certainly" would be the word I would use
Slats at half speed? Spoiler 3 gone?
Because based on the Airbus procedure and knowing what the blue does, I dont think "certainly" would be the word I would use
Slats at half speed? Spoiler 3 gone?
07-25-2021, 06:53 AM
#36
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Originally Posted by rickair7777
What are you supposed to do, try to talk to DX until your run out of gas and declare a fuel emergency?
When I flew for OO there was no such limit on diversions, although you were of course expected to inform and consult with DX, time permitting.
The issue isn't really one of landing safety, it's more about convenience for the company, ie whether you can turn the plane or handle pax and bags... or if it's going to be a bus, MX involved in fueling, etc, etc.
Authorized alternates in the FOM will typically have 121-suitable CFR and fueling facilities, so that should be your go-yo.
One time we diverted, told DX, got no response.
25 minutes later, inside the marker, they came back with a request that we divert to another airport 150 miles away.
FO: "What do you want to do?"
CA: "Gear Down"
When I flew for OO there was no such limit on diversions, although you were of course expected to inform and consult with DX, time permitting.
The issue isn't really one of landing safety, it's more about convenience for the company, ie whether you can turn the plane or handle pax and bags... or if it's going to be a bus, MX involved in fueling, etc, etc.
Authorized alternates in the FOM will typically have 121-suitable CFR and fueling facilities, so that should be your go-yo.
One time we diverted, told DX, got no response.
25 minutes later, inside the marker, they came back with a request that we divert to another airport 150 miles away.
FO: "What do you want to do?"
CA: "Gear Down"
I have no idea what you are referring to if you think this requiring an amendment from dispatch has to do with bag counts and bus needed. I do not fly for SkyWest, so not sure what stuff is going on over there.
Its very simple. You start this conversation with dispatch well before fuel becomes an issue. You already have a plan before fuel becomes an issue. You divert before fuel becomes but now could be an issue. During this lengthly process dispatch know to send an amendment 121.631, we receive it and file it in the trash. Nobody is falling out of the sky because they are doing circles waiting from an amendment.
07-25-2021, 06:56 AM
#37
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Originally Posted by FlyyGuyy
So you would continue to a destination with a failed hydraulic system?
Why would you divert with a failed Blue hydraulic? Nearest company station or nearest usable airport? Serious question, wondering your thought process and the severity you would feel a secured B HYD poses in a 2 hour flight
07-25-2021, 06:58 AM
#38
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Originally Posted by CincoDeMayo
Understanding systems of my aircraft, and knowing what the Blue system does, yes. There is a reason we have redundant systems.
Why would you divert with a failed Blue hydraulic? Nearest company station or nearest usable airport? Serious question, wondering your thought process and the severity you would feel a secured B HYD poses in a 2 hour flight
Why would you divert with a failed Blue hydraulic? Nearest company station or nearest usable airport? Serious question, wondering your thought process and the severity you would feel a secured B HYD poses in a 2 hour flight
Different philosophy I guess,. I don't think system redundancy was meant for you to continue to your destination it was intended for you to reach a diversion airport safely. Or in this instance return to O'Hare.
07-25-2021, 07:06 AM
#39
That/It/Thang
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Originally Posted by FlyyGuyy
Different philosophy I guess,. I don't think system redundancy was meant for you to continue to your destination it was intended for you to reach a diversion airport safely. Or in this instance return to O'Hare.
All this being said, this is the benefit of Captains authority, the company cant decide for any of us. But hey, whatever you decide on your aircraft, thats your decision.
And I would add this too, this would be a conversation with the FO. If they were at all uneasy about continuing, we would air return, no question. We both need to be in agreement
07-25-2021, 07:30 AM
#40
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Originally Posted by FlyyGuyy
So you would continue to a destination with a failed hydraulic system?
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