I am happy for you. In 15 years at NWA I have never (Knocking on wood) had to do a WS escape accept in the sim. Maybe I have just been lucky or a sissy. Again, unless the weather changes or someone else is the guinea pig I will hold or divert.

 

Dude, GRB-MSP is like 45 minutes. Yeah, it sucks to have to ride on a CRJ-200 for even 45 minutes, but still, it's not like it's 3+ hours or anything.

 

Most of the windshear events on the east coast are just because of gusty, blustery winds and not because of convective activity. 40+knot winds are not uncommon in ORF or PHL or DCA or any of the other airports we fly to out here. If everyone diverted after a windshear two things would happen. One, you'd have dozens of planes per day trying to divert on windy days. Two, they'd just go to another airport that's likely no better. If one is bad on the east coast they are usually all bad.

In my experience though of flying the airplane nearly 6 years I have never once had a red windshear warning. Fingers still crossed. Keep the power up and don't try to chase your bugged speed. Just fly around 160 until your on about a 1 mile final and then start to reduce it. This way you have enough buffer to absorb a 15 knot reduction without having to use a lot of power, thus setting up a fluctuation of indicated airspeed, triggering a windshear warning or caution.

 

NERD,

Your post exposes some differences between the "mainline" and "regional" world. There are two issues that apply: Captain's Authority and Fuel Savings at the cost of Safety.

I agree that a few minutes of holding or diverting is the safest course but I think that most RJ pilots don't have that luxury due to the fact that they are usually stretched to the limit on fuel. These days, in their effort to replace mainline flying, airlines schedule regional jets on routes that are much too long. They are often weight restricted and may barely be at reserve fuel at the destination.

Unfortunately, I have to regularly "persuade" dispatch that it would be in everybody's best interest to add more fuel thus bumping passengers. These "discussions" are sometimes heated and I have to request a three-way patch with the Chief Pilot and use a lot of words like "safety" and quote these gems:

Sec. 121.599 Familiarity with weather conditions.

(a) Domestic and flag operations. No aircraft dispatcher may release a flight unless he is thoroughly familiar with reported and forecast weather conditions on the route to be flown.

Sec. 121.627 Continuing flight in unsafe conditions.

(a) No pilot in command may allow a flight to continue toward any airport to which it has been dispatched or released if, in the opinion of the pilot in command or dispatcher (domestic and flag operations only), the flight cannot be completed safely; unless, in the opinion of the pilot in command, there is no safer procedure. In that event, continuation toward that airport is an emergency situation as set forth in Sec. 121.557.

And my personal favorite:

Sec. 121.647 Factors for computing fuel required.

Each person computing fuel required for the purposes of this subpart shall consider the following:
(a) Wind and other weather conditions forecast.
(b) Anticipated traffic delays.
(c) One instrument approach and possible missed approach at destination.
(d) Any other conditions that may delay landing of the aircraft.

For the purposes of this section, required fuel is in addition to unusable fuel.

After quoting these regulations, using the word "safety" alot and sometimes asking if the conversation is recorded the conversation is ended and I get more fuel.

Due to the inexperience level of RJ pilots today and the intense pressure from management to save fuel despite safety, I believe that many are not willing to question the dispatcher. At the risk of irritating my FO's, I am constantly "lecturing" on the concept of Captain's Authority and the often mentioned but never read Code of Federal Regulations. I hope the industry returns to the day when the pilots have the experience and confidence to truly be in command of their flight.

winglet

 

We are in the midst of a 5-year window where everyone is gaining experience due to essentially zero hiring anywhere.

Most RJ pilots today likely have as much or more experience in the 121 jet flying world than their counterparts did when hired in the 80s and 90s at their respective majors.

When (when, not if) the next hiring round occurs at the majors I suspect the aggregate experience of the candidates will be greater than it has ever been.

 

hmmm, we have a bigshot here....one that doesn't know how to read a thread title.

Anyway, CLE to DEN. 3 hours and some change as a pax.

 

[/I]I agree saab2000,

I just hope that these experienced RJ pilots don't think that the current unsafe dispatching policies and lack of Captain's Authority are normal.

The express RJ operators have also lost a lot of experienced pilots over the last decade; a sort of industry brain drain. We now have many RJ pilots with a lot of hours but I'm not so sure these were quality hours. If they've never experienced the safe and proper way of being dispatched then they will spend their careers accepting the status quo. I'm afraid we may have developed a "new normal".

See: "Unconscious Incompetence"

"He that knows not,
and knows not that he knows not
is a fool.
Shun him

He that knows not,
and knows that he knows not
is a pupil.
Teach him.

He that knows,
and knows not that he knows
is asleep
Wake him.

He that knows,
and knows that he knows
is a teacher.
Follow him."
(Arabic proverb)


winglet

p.s. I consider myself a pupil.

 

LAX-ACA, wasn't that one blocked at 4:00? What is the distance on that anyways?

 

Nothing to be happy about, just doing my job. Like someone said, it's east coast flying.

 

Somewhere around there. The actual was almost always more.

A quick search pulled up around 1400ish miles.