So as I am reading this initial posting I am thinking hmm FAR 121.565(a) clearly states " if engine rotation is stopped to prevent possible damage the pilot in command shall land at the nearest suitable airport, in point of time, at which a safe landing can be made." Landing in SBY certainly would not qualify. Fortunately someone posted the link of the ATC tapes from CHO where they actually diverted, not SBY. Slipping off to a maintenance base a 100 miles out of the way most likely would not have worked out well for the flight crew or the dispatcher.

Well done, just another fine example of what many things us simple regional pilots can do. When is the congressional hearing on this?

 

If you take the time to carefully read what is posted without first coming to conclusion you will see the crew had TWO different and unrelated diversion due to malfunction in two different airplanes. One to SBY and one to CHO. And they did an awesome job in the handling of the two different situation with great airman and desicion making skills.

I'm sorry to be a lit bit harsh on you but I personally know the captain and I will not accept from you that he deviated from that FAR on this situation. I can testify He will never compromise safety or go against any regulation just to help out the company. My highest recognition to the crew for this fine demostration of what Piedmont crews are made of .

 

I wondered the same thing when they diverted to SBY. But I wasn't flying the airplane and have no idea where we were when the event took place.

It certainly isn't my job to command the airplane from the last row or the keyboard of a computer and if the captain thought SBY was the best alternate, I cannot question his judgement. How do any of us know that it wasn't the nearest suitable? I do know there was weather that day en route from ROA and we may have been deviating around it.

My comments about the excellent job were in regards to their handling of it. As to the diversion airport I have no comment or reason to judge. I am not qualified to do so as I was sitting in a passenger seat.

There could be any number of reasons (weather, terrain, etc.) why they chose to go where they went and it's not for me to pass judgement upon their reasons for deciding that it was the 'nearest suitable airport'.

 

The first time they where over the eastern shore of maryland hence the reason to go to salisbury which yes is one of our 3 mx bases. The second time they where trying to return to ROA which is one of our 3 mx bases. and couldn't get in on the LDA and had to go to CHO.

 

[QUOTE=STILL GROUNDED;670173]So as I am reading this initial posting I am thinking hmm FAR 121.565(a) clearly states " if engine rotation is stopped to prevent possible damage the pilot in command shall land at the nearest suitable airport, in point of time, at which a safe landing can be made." Landing in SBY certainly would not qualify. Fortunately someone posted the link of the ATC tapes from CHO where they actually diverted, not SBY. Slipping off to a maintenance base a 100 miles out of the way most likely would not have worked out well for the flight crew or the dispatcher.

Well done, just another fine example of what many things us simple regional pilots can do. When is the congressional hearing on this?[/QUOTE]

Jeezus, I should of known that would fire someone up. For cryin out loud could you read what I wrote before jumping down my throat.

The original posting says they diverted to SBY from a ROA to PHL flight. I'd hate to see a pilot who handled a situation well be dumped on by the media for going all the way to SBY. We are not the only ones reading these boards and we are certainly not the only ones smart enough to figure the simple stuff like this out.

Calm down, I am not bashing the guy, making last row quaterback decisions or anything else, just an observaton that the original poster qouted them as going to SBY. And from the easter shore of Maryland along the route of flight there are 20 suitable landing airports closer than SBY.

Like I said nice job.

 

I don't think this needs to turn into a "The Captain' violated a reg" bashing session. The FAR's clearly state that in the event of an emergency, the PIC has final authority and they may deviate from the regulations if need be. I know he was thinking "Safety First." So, there is no point in looking into the matter any deeper then you have to.

I owe the Captain a shot of the creature for his experience and great decision making skills. I tips me hat to the FO for staying cool, and not having "Ninja Hands." And last, but certainly not least, a huge THANK YOU goes out to the FA for keeping the "cattle" calm. GREAT JOB FOLKS!!!

 

You're a stud dude.... Nice job all around.

 

The crew and I appreciate your commments. I have been passing them along to them.

Yes, I was the captain on both of these flights. I just want to set the record straight. The first flight 4340 was ROA-PHL near PXT is where we shut the engine down. SBY was only about 40 miles away so that's why we went there. The other flight was PHL-ROA. ATC recommended CHO that's why we went there. Contrary to what some have said we never made it to ROA to shoot the LDA we went straight to CHO. I really can't discuss what happened in much detail per our company rules. I am confident that we did not break any FAR's and even if I had that's what "Captain's Authority" is for.

I did want to say thank you for your kind remarks and remind you that it may be you that has an emergency next time and I trust you will bring my family home safe if they are riding on your airplane. We are all professionals just doing our job. Thank You

 

Hey guys Peety here;
Gwad! it made my teeth cringe after reading what Still Grounded wrote that I just had to sign on here having flown that route a few thousand times in the last 30 years I knew right where you guys were on the route when it happened over SBY how many times I have taken the time to flash the loser salute whilst passing over Chicken Town en route to PHL. It still amazes me every time something like this happens there is always some Vulture pilot waiting to ram a knife into the crews back. Make no mistake about it Still Grounded your back handed compliment to this brave and successful crew was not missed by anyone on here unfortunately the crew included. My advice to my young Piedmont Brother and Sister is forget you even read that disjointed crap and thanks for protecting my Job....See you around the Campus.

 

Thanks Peety. Hope to see you back to work soon.