Pilot forced to sleep on plane?
 

https://www.businessinsider.com/skyw...version-2021-7

Pilot actually forced to sleep on plane or another media hit job? How is this FAR 117 compliant?

Imagine getting 15 min of fame because you posted on FB you had to divert and company had no hotels because they’re all booked and it was either shuteye in the plane or Uber for hours to who knows where. Oh wait…… I mean why is this even news?

Bet she's wishing she didn't post that to social media....

Hence why her post was deleted....

It's not. It's a clear violation and she should have refused any work after landing..

Not so sure about that. Seems like attention is what this person seeks. I’m sure her employer and United weren’t as thrilled for the attention though.

https://runwaygirlnetwork.com/2015/0...-for-equality/

https://www.thejessicataylor.com/

“Qualified to fly over thirty types of aircraft, Taylor currently flies Bombardier CRJ aircraft for a regional carrier”

Haha. Sure.

I guess I’m qualified to fly a c150, c152, c172, c172rg, etc….

​​​​​​... What? ​​​​​​😂

Obviously this person thinks that this is some kind of deeply profound commentary on the human condition (probably because they are blinded by the fact that their head has disappeared completely up their own ____) but I must be missing whatever the hidden meaning is.

Takes some serious narcissism to quote yourself at all, let alone this pseudo-philosophical hogwash​​​​​

like most the pilots on Instagram...and the Envoy dude that likes other dudes. It’s for the attention!

There is a JT with these ratings:

A/CL-65 A/ERJ-170 A/ERJ-190

Yeah he/she/ze doesn’t hide what or for whom he/she/ze flies (sorry, I don’t know the preferred pronouns and don’t want to offend anyone). Was a CRJ FO “flying the aspen route structure” and now a 175 captain. Yeehaw.

how come no one is talking about this part of it? HDN?????

I'm not an airline guy, but wouldn't dispatch have to sign off on where they divert to, barring a time critical emergency? COS is an airline airport, and I think CYS is too? GJT isn't that much further than HDN too.

I slept on a Brasilia one time. It sucked. But now I don't complain much about hotels

No. dispatch is a tool to be used from the Captain’s tool kit, but ultimately, the decision is his.

My airline wouid require a dispatch amendment for the non release alternate, short of declaring an emergency by the flight crew.

Haha, me too! Continuous duty, maintenance ferry type deal. Back in the 90’s

Interesting. In the heat of battle, with fuel getting thin, and slow response times which occasionally happen with communicating with dispatch, handcuffing the Captain to that requirement seems counterproductive. I always try to involve them, but there are times when a one line message saying “ diverting to xyz due to efc of xxxx and xx minutes of fuel onboard. Not necessarily an emergency YET, but if we burn holes in the sky long enough while talking about it with dispatch, it will be soon!

The discussion while holding should always include "whats the best overnight around here".

I have over-ridden dispatches “recommendation” for a divert city before. PIC is the final authority as to the safe execution of the flight. I value their input, but sometimes a decision must be made.

Nobody is talking about that. Did not say dispatch decides where we land. I said per our FOM, we need an amendment to land at an off release airport for non emergency operations. Captain has the final say but you have a box to check beforehand when complying with our FOM, and I also believe 121.631, short of declaring an emergency.

Love the flex from the guys on here, but it isnt necessary. Ive had zero issues getting an amendment when needed, it isnt an ask, its a cooperative action with myself, the FO, and the dispatcher with everyone understanding that I have the final decision.

An amendment isnt permission, its the dispatcher verifying the weather and airport are suitable for the aircraft you are flying into that airport.

If HDN is on the release on the wx is good in HDN there is no reason not to use it. I might say hey we can hold longer if we use xyz what do you think. If dispatch comes back and says let’s use HDN then I’m going to HDN prior to bingo as it’s already on the release and the company wants to use it and it’s not an emergency.

Btw there would’ve been most definitely rooms in steamboat or Craig. Both 20min from HDN as HDN is the steamboat springs airport.

if my reply came across as a “flex” as you describe, it wasn’t my intent. I’m wondering if, practically speaking, if you already know the weather is good, that the quick note to dispatch suffices for your company’s requirement to get an amendment. Dispatch gets note, confirms what the crew already knew re weather, amends the release, all while the crew is on their way to the alternate. Sounds reasonable.

Sorry, it wasn't meant to be directed at you that way. Someone else made a comment which is unrelated to needing an amendment as part of the FOM and conflated it to a pilots authority thing, which is unrelated.

We always receive the initials and time for an amendment. Would what you suggest suffice, not sure.

We did have a guy some years back who did have to do a carpet dance because they had a blue hydraulic failure on the climb out of ORD and he returned back to ORD without consulting anyone. So I guess the company was upset because the blue hyd probably isnt something someone would say is an air return item, so they got him on the "no amendment" stuff.

However, I had a time on climb out where we retracted the flaps to 0, yet the speed tape was still Vfe as if flaps were out. No matter what we did or tried, the speed tape would not adjust. We sent a few quick messages to dispatch saying we were coming back to the airport, while taking vectors, dispatch never got back to us with the amendment, but we of course still landed. As I said, it isnt permission, its just laid out in our FOM. But no way was I going to fly with a busted speed tape while waiting for an amendment.

I’m just here for the comments.

I thought the report said the CA had 15 years flying commercial (either for OO or total airline time?) I would not exactly call that “the next generation of pilots” conversely I flew with many CAs in their 20s and early 30s who would have flat out refused this. This is not an old vs new thing. This is either an attention thing or a “whatever it takes” mentality thing

could it be a good learning opportunity thing? I’d like to think so.

could be, I think there are plenty of possibilities. Having worked for OO, something sounds off about this whole deal, but I’m not sure, I was not there. whatever the case I don’t think it was an old vs young/new thing.

MOD INPUT: DO NOT ridicule anyone for their sexual identity here on APC.

You don't have to like or embrace alternate lifestyles, but you can't hate on it here.

Infractions next time.

What airplane? Blue hyd loss would certainly be an air return on an airbus.

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-to.

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"

That's what I was thinking. Some pretty important stuff runs off that.

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!

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?

I mean good looking out for your commuting options!

So you would continue to a destination with a failed hydraulic system?

Can you walk and chew gum at the same time? Seriously.

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.

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

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.

Possibly why AIRBUS has LAND ASAP for failures of 2 systems vs 1 system in which it simply mentions lost systems, slats at half speed. Returning to ORD would also require a probably overweight landing, not a big deal, but a checklist nonetheless

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