250 FO's

Doug Taylor said:
I got the straight dope on what happened, but it's not going on the internet, I'm sure you understand. Didn't sound like a fun evening at all for them.
Click to expand...

Would this be it? You just need to know where to look.


http://avherald.com/h?article=41924056

Incident: Delta Airlines B763 near Bangor on May 4th 2009, air data computer failure, lost most instruments
<TABLE><TBODY><TR><TD>By Simon Hradecky, created Tuesday, May 5th 2009 08:57Z, last updated Tuesday, May 5th 2009 09:23Z
A Delta Airlines Boeing 767-300, registration N171DZ performing flight DL-148 from New York JFK,NY (USA) to Rome Fiumicino (Italy), was enroute at FL330 about 120nm south of Bangor,ME (USA) in night time conditions, when the crew declared emergency reporting, that they had lost all air data computers and had lost most of the flight instruments. They requested to return to New York's John F. Kennedy Airport and asked for a block altitude clearance due to unreliable altimeter readings. In the end the crew diverted to Bangor,ME (USA), where the airplane landed safely on runway 33 about 23 minutes after declaring emergency at 20:23 EDT (May 5th 0:23Z). ​

A replacement Boeing 767-300 registration N1602 was dispatched from JFK to Bangor as flight DL-9904 and resumed flight DL-148 8 hours after N171DZ touched down in Bangor.​


Metars:
KBGR 050053Z 00000KT 10SM BKN100 OVC200 13/06 A3013 RMK AO2 SLP202 T01280056
KBGR 042353Z 17006KT 10SM SCT100 OVC200 14/06 A3009 RMK AO2 SLP189 T01390056 10222 20139 53029
KBGR 042253Z 17007KT 10SM CLR 16/06 A3005 RMK AO2 SLP176 T01560056
KBGR 042153Z 17010KT 10SM FEW100 BKN200 17/04 A3002 RMK AO2 SLP165 T01720044​





</TD></TR></TBODY></TABLE>
 
Both ADCs? That's a case of major suck right there. And on an ETOPS bird no less.

I've had one go before and that's pretty frustrating. I can only imagine both dying at once.
 
Cptnchia said:
Would this be it? You just need to know where to look.


http://avherald.com/h?article=41924056

Incident: Delta Airlines B763 near Bangor on May 4th 2009, air data computer failure, lost most instruments
<TABLE><TBODY><TR><TD>By Simon Hradecky, created Tuesday, May 5th 2009 08:57Z, last updated Tuesday, May 5th 2009 09:23Z
A Delta Airlines Boeing 767-300, registration N171DZ performing flight DL-148 from New York JFK,NY (USA) to Rome Fiumicino (Italy), was enroute at FL330 about 120nm south of Bangor,ME (USA) in night time conditions, when the crew declared emergency reporting, that they had lost all air data computers and had lost most of the flight instruments. They requested to return to New York's John F. Kennedy Airport and asked for a block altitude clearance due to unreliable altimeter readings. In the end the crew diverted to Bangor,ME (USA), where the airplane landed safely on runway 33 about 23 minutes after declaring emergency at 20:23 EDT (May 5th 0:23Z). ​

A replacement Boeing 767-300 registration N1602 was dispatched from JFK to Bangor as flight DL-9904 and resumed flight DL-148 8 hours after N171DZ touched down in Bangor.​


Metars:
KBGR 050053Z 00000KT 10SM BKN100 OVC200 13/06 A3013 RMK AO2 SLP202 T01280056
KBGR 042353Z 17006KT 10SM SCT100 OVC200 14/06 A3009 RMK AO2 SLP189 T01390056 10222 20139 53029
KBGR 042253Z 17007KT 10SM CLR 16/06 A3005 RMK AO2 SLP176 T01560056
KBGR 042153Z 17010KT 10SM FEW100 BKN200 17/04 A3002 RMK AO2 SLP165 T01720044​

</TD></TR></TBODY></TABLE>
Click to expand...

Wow. I thought I was having a bad trip last time. Guess I didn't have it so bad.
 
Just got back from the airport from dropping the old man off to commute in, and this Southernjets 767 is taking of. They KNEW they were light, and took full advantage of the situation. Impressive, they were off the runway in less than 4000 feet :D

According to the flightaware track log they made it to FL320 in 11 minutes.
 
BobDDuck said:
Both ADCs? That's a case of major suck right there. And on an ETOPS bird no less.

I've had one go before and that's pretty frustrating. I can only imagine both dying at once.
Click to expand...

I think when things like that happen the company should be required to buy the first round in the bar.
 
I flew a 757 back from LYS last week with three pilots, five flight attendants and that was absolutely it.

Thank goodness the initial altitude was 10,000' as the 757 w/winglets has absolutely mind-blowing climb performance when it's super light.
 
Doug Taylor said:
I flew a 757 back from LYS last week with three pilots, five flight attendants and that was absolutely it.

Thank goodness the initial altitude was 10,000' as the 757 w/winglets has absolutely mind-blowing climb performance when it's super light.
Click to expand...

I HATE flying light with a low initial altitude. I had 12 people in a CR9 on a pretty short flight and the initial alt was 3,000ft. We saw 5000fpm in the initial climb. Probably not quite what you saw on the 757 but much more than I have ever seen in the RJ.
 
I'm told on the Q-400 megawhacker that it is sometimes "difficult" to level off at the inital altitude of 10,000ft leaving denver because the thing 1) climbs so fast 2) doesn't have a manual elevator trim 3) the electric trim is limited for 3 seconds on, 3 seconds off. So you'll be jamming the trim on for 3 seconds, waiting, on all the while both pilots are pushing the yoke down as hard as they can.
 
Err... you could always pull the power back early. No reason to be climbing at max power if you are going to have to use an aggressive pushover to stop your climb. Not to mention, the guys on the arrival crossing above you would thank you for not giving them a TA or RA because the computer thinks you are going to hit them.
 
We pull the power back all the time in the 727 for early level offs. It is a must, especially when very light. It is always fun when the FE's don't have time to disarm the autopack trip and we pull the power back to level at 2 or 3k and get the Engine Fail lights on and both packs trip off. It is a good attention getter.
 
BobDDuck said:
Err... you could always pull the power back early. No reason to be climbing at max power if you are going to have to use an aggressive pushover to stop your climb. Not to mention, the guys on the arrival crossing above you would thank you for not giving them a TA or RA because the computer thinks you are going to hit them.
Click to expand...

Heh
 
Just curious, when do you guys think a CFI should make the jump to doing interviews and trying to get an FO job? Obviously you will have to be able to meet the minimum hour requirements. Personally i'm waiting until i finish my Bachelor's degree before i put the CFI thing on the back burner. I know if i got a real job i probably would not finish college which would be dumb because i'm so close.

All this FO talk is bringing back my SJS :D.

Maybe our flight school can get a D-Jet to ease my pain.
 
so many times i have heard of guys getting in the right seat to an RJ with the temporary commercial in hand.
Click to expand...
That's common practice in Europe! Once you completed your training, it's nothing unusual to make it straight into the right seat, of even bigger equipment, such as an A320 or B737. The only difference is that in Europe there is no such thing like a "temporary commercial" certificate. In general you have to take the JAA ATPL written exams first (which is quite an affair) and then you take your CPL/IR checkride, afterwards you'll be issued a so called "frozen ATP" and upon reaching 1500hr tt the "frozen" will be removed.
 
Hey, it looks like it was a twofer! Wonder if I can get back to the domestic side.


http://avherald.com/h?article=4192a1c0

Incident: Delta Airlines B763 over Moncton on May 3rd 2009, technical malfunction
<TABLE><TBODY><TR><TD>By Simon Hradecky, created Tuesday, May 5th 2009 20:27Z, last updated Tuesday, May 5th 2009 20:39Z
The crew of a Delta Airlines Boeing 767-300, registration N182DN performing flight DL-88 from New York JFK,NY (USA) to Kiev (Ukraine) with 212 people on board, decided to return to New York when the aircraft was just overhead Moncton,NB (Canada) at FL310. The aircraft climbed to FL320 initially, turned back, then descended to FL260, FL200, 16000 feet and finally reached 14000 feet southeast of Bangor,ME (USA). The airplane continued to New York at 14000 feet for about one hour. The crew requested runway 04L for operational reasons indicating, that they'd do a normal landing though they might roll farther down the runway than usual, then performed a safe ILS approach to and landing on runway 04L with equipment on standby. The runway hadn't been kept sterile.

A replacement Boeing 767-300 registration N180DN resumed the flight and reached Kiev with a delay of 5 hours.

Delta Airlines confirmed, that the flight diverted back to JFK due to technical reasons, but did not release any details.

Transport Canada has no report of the diversion.

The Aviation Herald asks passengers to contact the editor through the contact form on this site (see menu at the bottom of the page).

http://flightaware.com/live/flight/DAL88/history/20090503/2040Z/KJFK/UKBB

​
</TD></TR></TBODY></TABLE>
 
Socal321 said:
We're not talking about how to flare or do a crosswind landing or how to track a VOR radial. I'm talking about airline operations.
Click to expand...

Oh, I'd count those, too. I've flown with at least 3 FOs since I upgraded that I KNOW couldn't crosswind land, and I know two of them didn't know how to track a VOR either. Flaring doesn't count since that can change from airplane to airplane. CRJ flares differently than a 747s, which flares differently than a 172, which flares differently than a Seminole, etc, etc.

All 3 of those goes passed initial no problem. Why? They could answer the questions on the written and play a simulator video game. Really, that's all my airline cares about when it comes to "airline operations" and FOs.
 
kellwolf said:
Oh, I'd count those, too. I've flown with at least 3 FOs since I upgraded that I KNOW couldn't crosswind land, and I know two of them didn't know how to track a VOR either. Flaring doesn't count since that can change from airplane to airplane. CRJ flares differently than a 747s, which flares differently than a 172, which flares differently than a Seminole, etc, etc.

All 3 of those goes passed initial no problem. Why? They could answer the questions on the written and play a simulator video game. Really, that's all my airline cares about when it comes to "airline operations" and FOs.
Click to expand...

Hence some of us old farts declining to fly commercial airlines. I'd rather sit in a Yugo and drive for days than to become the first killable passenger for someone learning on the job...

:p
 
kellwolf said:
Oh, I'd count those, too. I've flown with at least 3 FOs since I upgraded that I KNOW couldn't crosswind land, and I know two of them didn't know how to track a VOR either. Flaring doesn't count since that can change from airplane to airplane. CRJ flares differently than a 747s, which flares differently than a 172, which flares differently than a Seminole, etc, etc.

All 3 of those goes passed initial no problem. Why? They could answer the questions on the written and play a simulator video game. Really, that's all my airline cares about when it comes to "airline operations" and FOs.
Click to expand...

:) You need to head up my way for some drinks. Get some pinnacle FO's too, lets hug it out!
 
You must log in or register to reply here.
Back
Top