remember the post about the dead capt on CAL flight

TonyC said:
"Approach, American Four Forty Two taxi to Runway 27"





Approach!?!?!




Yepp. That's your guy! ;)







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Shoot, at LGA I don't know who I'm talking to for push and getting cleared in half the time:) Actually, would someone seriously mind clearing that up for me? Flew in there for the first time last week and it seemed that we had to go to ops and ramp first, then ground.
 
C150J said:
Shoot, at LGA I don't know who I'm talking to for push and getting cleared in half the time:) Actually, would someone seriously mind clearing that up for me? Flew in there for the first time last week and it seemed that we had to go to ops and ramp first, then ground.
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Depends on the gate you are at/going to. Check out the 10-7 pages, it has the procedure on there. Depending on your gate, there are 2 different ramp freqs.

The basic premise is you need to talk to ramp while taxing with ground to get cleared into the alley. Just monitor ground on #1 and call ramp on #2.

That being said, I still haven't figured out where the ramp controller wants us to enter the ramp at (inbound). They seem to have their own preference depending on the controller. I get a different answer every time I ask.
 
wheelsup said:
Depends on the gate you are at/going to. Check out the 10-7 pages, it has the procedure on there. Depending on your gate, there are 2 different ramp freqs.

The basic premise is you need to talk to ramp while taxing with ground to get cleared into the alley. Just monitor ground on #1 and call ramp on #2.

That being said, I still haven't figured out where the ramp controller wants us to enter the ramp at (inbound). They seem to have their own preference depending on the controller. I get a different answer every time I ask.
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They marshalled us into the wrong gate last time...

This was after an ATC-induced go-around (one of two on my last trip)...
 
If it was me, the only reason I'd bring a non-airline pilot up to the flight deck in an incapacitation situation would be if I thought I might croak too, for some reason. Otherwise, there is no need for it and it's more trouble than it's worth.
 
TonyC said:
Is that sarcasm or ignorance? Gentler words: Are you teasing, or do you really not know what an FO does?

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maybe you didn't understand what I said, I guess I wasn't clear enough... when I meant 'emergency' FO I meant the PPL who is acting as the temporary FO...
 
DE727UPS said:
If it was me, the only reason I'd bring a non-airline pilot up to the flight deck in an incapacitation situation would be if I thought I might croak too, for some reason. Otherwise, there is no need for it and it's more trouble than it's worth.
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just curious... with all your experience and all, can you land the 767 all by yourself? I don't see why not, but I thought I ask... or do you need someone else to push some buttons for you say that are too far away from your reach and such?
 
You can easily do it by yourself. The only thing the F/O couldn't do is taxi the airplane off the runway.
 
Sort of on this subject, I fly a Boeing and we have a kind of "tiller" to taxi the helicopter. (Actually a rotary wheel.) Ours is mounted on the center console between both pilots, so either could taxi. (The left seater is supposed to do it.) Any reason planes aren't made that way? No room?
 
Doug Taylor said:
Ehh, help me drag the guy away from the yoke and go sit back down in 29E! :)

Else I've got to teach a private pilot what the call sign is, who to talk to, how to change the radio frequency and all that normals ops jazz and it's easier just to do it myself.

If my captain conked out, unless you're a deadheading/jumpseating professional pilot, you're probably more of a liability than an asset -- personal opinion only.
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In my case I disagree. I would be a valuable asset because when I drove Supertug we had to go thru the cockpit procedures dealing with APU fires and what handles did what. I know I would be the rare case but after sitting in all of Delta's fleet for over 3 years everyday I do know where the switches are and can turn on/off the packs, work the radio (with correct call sign) switching freqs and where the hydraulics switches are and also how to switch between the screens to look at all the systems. It does get hot in Atlanta and we would try to cool the cabin down if the plane had been sitting on the pad all day or warm it up if needed.
 
I think the story is false. There was a situation like this here in LAS 6 years ago where an AA CA had a heart attack and passed away on a London bound 777 from LAX. The flight diverted here to Vegas with the FO taking the controls without help from anyone, I believe he called up an FA to sit jumpseat. I remember seeing it on the news then reading about it days later the story focused on how advance airplanes have gotten over the years yada yada. So this FO on the CAL flight had 28 years experience and needed some guy with a ppl to assist him with FO duties? I dont buy it. That's Just my opinion though.
 
Tim said:
In my case I disagree. I would be a valuable asset because when I drove Supertug we had to go thru the cockpit procedures dealing with APU fires and what handles did what. I know I would be the rare case but after sitting in all of Delta's fleet for over 3 years everyday I do know where the switches are and can turn on/off the packs, work the radio (with correct call sign) switching freqs and where the hydraulics switches are and also how to switch between the screens to look at all the systems. It does get hot in Atlanta and we would try to cool the cabin down if the plane had been sitting on the pad all day or warm it up if needed.
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That's great, but as I stated earlier, I (and all of my classmates) was a LUMP on my first OE leg, despite the fact that we had JUST been SIC-typed. There are too many peripheral distractions that you're not aware of yet.
 
SeanD said:
I think the story is false. There was a situation like this here in LAS 6 years ago where an AA CA had a heart attack and passed away on a London bound 777 from LAX. The flight diverted here to Vegas with the FO taking the controls without help from anyone, I believe he called up an FA to sit jumpseat. I remember seeing it on the news then reading about it days later the story focused on how advance airplanes have gotten over the years yada yada. So this FO on the CAL flight had 28 years experience and needed some guy with a ppl to assist him with FO duties? I dont buy it. That's Just my opinion though.
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There was a case last year sometime if I remember correctly that either the CA or FO got sick and a military pilot assisted with radios for the other pilot.
 
Thinking about my last leg, the only thing you really honestly needed someone in the left seat for is to use the tiller to get to the gate.

Most of the other medical emergency stuff you can relay through ATC.
 
Doug Taylor said:
Ehh, help me drag the guy away from the yoke and go sit back down in 29E! :)

Else I've got to teach a private pilot what the call sign is, who to talk to, how to change the radio frequency and all that normals ops jazz and it's easier just to do it myself.

If my captain conked out, unless you're a deadheading/jumpseating professional pilot, you're probably more of a liability than an asset -- personal opinion only.
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I would have to disagree. yes its an emergency, but its a medical emergency, you arent securing engines, you didnt lost of any your systems, or flight controls. So I am sure they werent in any hurry. Once the plane is pointed in the right direction, the F/O has plenty of time to explain to the PP where the gear handle is, flap lever is, and how to tune the radios. and read a checklist.

You arent giving him all the duties of the PNF/PM. just what you think he can handle like radios and reading a checklist, Every Private pilot has done that. you will set up the FMS, ACARS, Figure landing numbers, etc...to get the plane on the ground safely, ifyou can pass on duties to someone who at least has some clue, it will lighten your load. everybit helps
 
blee256 said:
I would have to disagree. yes its an emergency, but its a medical emergency, you arent securing engines, you didnt lost of any your systems, or flight controls. So I am sure they werent in any hurry. Once the plane is pointed in the right direction, the F/O has plenty of time to explain to the PP where the gear handle is, flap lever is, and how to tune the radios. and read a checklist.

You arent giving him all the duties of the PNF/PM. just what you think he can handle like radios and reading a checklist, Every Private pilot has done that. you will set up the FMS, ACARS, Figure landing numbers, etc...to get the plane on the ground safely, ifyou can pass on duties to someone who at least has some clue, it will lighten your load. everybit helps
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ACARS needs to be setup for landing? or were you using it as example of just part of systems of plane?
 
ACARS is used to get runway landing data and ref speeds.

As far as needed the CA to taxi the airplane... as long as I don't need to make any hard 90 degree or more turns I can get to the gate on rudders only. Tiller works better through.
 
BobDDuck said:
ACARS is used to get runway landing data and ref speeds.

As far as needed the CA to taxi the airplane... as long as I don't need to make any hard 90 degree or more turns I can get to the gate on rudders only. Tiller works better through.
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interesting... I enver knew u needed ACARS to get the v speeds and runway data, I thought that runway data was included in the AIRAC and the vref speeds were all computed by the FMC (weight of plane etc) I thought ACARS was only for like maintance, weather reporting, and FDAMS stuff...
 
taseal said:
interesting... I enver knew u needed ACARS to get the v speeds and runway data, I thought that runway data was included in the AIRAC and the vref speeds were all computed by the FMC (weight of plane etc) I thought ACARS was only for like maintance, weather reporting, and FDAMS stuff...
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Depends on the aircraft and the operator.
 
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