Look at this routing

Similar note... ATL was hosed tonight. I flew CLT-LIT and heard all sorts of Delta, Critter (Citrus), and Acey call signs diverting to GSP and Charlotte.
 
BobDDuck said:
Similar note... ATL was hosed tonight. I flew CLT-LIT and heard all sorts of Delta, Critter (Citrus), and Acey call signs diverting to GSP and Charlotte.
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Add CAE to that list. We flew in last night and landed behind a Delta 757 taking off. I was like "Waaah? They fly a 75 into CAE?" The control said "Good night" (I'm sure his reprimand is in the mail already), and the Delta crew said "No offense, but we hope we don't see ya again." Taxiing in, we saw the other Delta 757 and AirTran. My CA just had an interview at Airtran, so he knew immediately they didn't even fly to CAE. Then it hit us. DUH! These guys are diverting.

On a side note, our dispatch did the wonderful thing of routing us MEM-GSP yesterday afternoon through t-storms. "Oh, you'll be above them." "Uh, yeah. We would....if both PACKs were working."
 
kellwolf said:
On a side note, our dispatch did the wonderful thing of routing us MEM-GSP yesterday afternoon through t-storms. "Oh, you'll be above them." "Uh, yeah. We would....if both PACKs were working."
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you seem surprised steve, come on now remember who you work for.
 
blee256 said:
you seem surprised steve, come on now remember who you work for.
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Oh, dude. It was worse yesterday. We got stuck with a plane for 4 legs with the MLG OVHT deferred. MEL says "fly with gear down for a minimum of 10 minutes." So, we had to call THREE times to THREE dispatchers that day to get extra fuel. They even knew about the MEL! One dispatcher actually gave us extra fuel and put "extra fuel per MEL" in the remarks section. The rest were just "Uh....you should have enough gas, right?"

The problem we're having is all the good dispatchers go to FedEx or become supervisors in 6 months, and we've got the remainder planning flights.
 
Overheat sensor. It wouldn't test, so instead of fixing the darn thing, MX deferred it. Basically, we had to leave it down just in case the brakes caught fire since we wouldn't know.....
 
kellwolf said:
Overheat sensor. It wouldn't test, so instead of fixing the darn thing, MX deferred it. Basically, we had to leave it down just in case the brakes caught fire since we wouldn't know.....
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In case the brakes caught fire....on takeoff? That doesn't make any sense.
 
aloft said:
In case the brakes caught fire....on takeoff? That doesn't make any sense.
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The only reason I can think of that provision is due to brake temperatures on taxi. Taxiing out to the runway, brake temperatures can get fairly high. It is really dependent on if you have steel drum or carbon fiber brakes. If you have the former, then you might have high temperatures. Also, when the landing gear is retracted, the brakes are applied to stop wheel motion. That could heat them up just enough to cause an overheat situation.

That is the only logical explanation I could come up with.
 
On a hot day, the brake temps will start going up almost on their own. I had a CA tell me once "Everyone lands long in the summer," and I can see why. I agree with Matt on the gear retraction. The hydraulics from the nose wheel steering get shunted to the brakes to stop gear rotation. Not sure how hard they're applied in the process, though.
 
FlyChicaga said:
The only reason I can think of that provision is due to brake temperatures on taxi. Taxiing out to the runway, brake temperatures can get fairly high. It is really dependent on if you have steel drum or carbon fiber brakes. If you have the former, then you might have high temperatures. Also, when the landing gear is retracted, the brakes are applied to stop wheel motion. That could heat them up just enough to cause an overheat situation.

That is the only logical explanation I could come up with.
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Or if the majority of your crappy fleet does not have thrust reversers, the brake temperatures will stay pretty hot on the ground. We actually had to wait a few minutes the other day for the temps to come down on the inboard brakes before we could push back. The door was closed of course!
 
Foxcow said:
Or if the majority of your crappy fleet does not have thrust reversers, the brake temperatures will stay pretty hot on the ground. We actually had to wait a few minutes the other day for the temps to come down on the inboard brakes before we could push back. The door was closed of course!
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That is likely because you have the steel drum brakes, and not the carbon fiber ones. We don't spool our reversers, and once in a while I won't even pop the buckets. We still don't see skyrocketing brake temperatures unless the airplane has the old brakes.

If I remember correctly, the brake temperature scale is 0-600 degrees C, and with the carbon fiber brakes the green scale is higher. I'd have to pull out the systems manual to double check that. I think with the carbon fiber the green range is 0-300 C, and on the steel drum it is 0-200 C.
 
FlyChicaga said:
That is likely because you have the steel drum brakes, and not the carbon fiber ones. We don't spool our reversers, and once in a while I won't even pop the buckets. We still don't see skyrocketing brake temperatures unless the airplane has the old brakes.

If I remember correctly, the brake temperature scale is 0-600 degrees C, and with the carbon fiber brakes the green scale is higher. I'd have to pull out the systems manual to double check that. I think with the carbon fiber the green range is 0-300 C, and on the steel drum it is 0-200 C.
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We actually have the carbon brakes throughout. I will have to double check with MX the next time I talk to him.
 
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