Skywest pilot attempts to steal company plane

At AMR the planes were usually fueled in the hour or so before departure. An overnighting airpane didn't get fueled til the next morning.
 
They could have tankered fuel from the previous airport into St. George. Even if they didn't it probably had 3000 lbs of fuel or enough for 45 minutes to an hour.
 
Hacker15e said:
Dunno how the airline world does it, but in the USAF they like to keep the tanks full when the airplane sits to reduce condensation buildup in the tanks when it cools down overnight. That means the jet gets refueled right after it lands, regardless of when it's flying next.
Click to expand...

In the airline world, too much FOB can mean too heavy for landing and pax getting bumped. It is very rare to have the tanks topped off in an ERJ.
 
Larger GA planes I've flown are never topped off - since they pretty much always need less than full fuel for W&B, and pumping out gas is a PITA.
 
Van_Hoolio said:
In the airline world, too much FOB can mean too heavy for landing and pax getting bumped. It is very rare to have the tanks topped off in an ERJ.
Click to expand...

He's talking fighters and trainers. They rarely takeoff with anything other than full tanks. Transports and tankers, they put on fuel as-needed or as-required like any other cargo/pax plane.
 
It's not necessarily about having to bump passengers as much as it "costs fuel to carry fuel". So for every pound you carry above minimums and contingencies, you're largely pissing cash out the exhaust pipes.


Sent from my TRS-80
 
Derg said:
It's not necessarily about having to bump passengers as much as it "costs fuel to carry fuel". So for every pound you carry above minimums and contingencies, you're largely pissing cash out the exhaust pipes.


Sent from my TRS-80
Click to expand...

Diversions because you didn't bring enough fuel for the leg are expensive too.
 
staplegun said:
Thanks for the info, I didn't know that (obviously)...
Click to expand...

What's the point of a pin to lockout the nosewheel steering? During pushbacks? We have an on off switch right above the tiller that does that. Seeing as the CRJ is the only jet I've got much time in I always kind of assumed that everybody had a switch, but come to think of it, I've never heard it mentioned in a checklist when jumpseating on an Airbus or Boeing.
 
BobDDuck said:
What's the point of a pin to lockout the nosewheel steering? During pushbacks? We have an on off switch right above the tiller that does that. Seeing as the CRJ is the only jet I've got much time in I always kind of assumed that everybody had a switch, but come to think of it, I've never heard it mentioned in a checklist when jumpseating on an Airbus or Boeing.
Click to expand...
I believe it is to avoid breaking things will moving a plane with a tug.
 
BobDDuck said:
What's the point of a pin to lockout the nosewheel steering? During pushbacks? We have an on off switch right above the tiller that does that. Seeing as the CRJ is the only jet I've got much time in I always kind of assumed that everybody had a switch, but come to think of it, I've never heard it mentioned in a checklist when jumpseating on an Airbus or Boeing.
Click to expand...

The 727's have them but we don't see them used much any more as they are very hard to find. The External pin is so the plane can be towed with Hydraulic power on the aircraft. There is no way to turn off the steering in the 727's unless you turn off the System A hydraulics. Since most ground handlers don't have the pins anymore we normally disconnect the torque link and don't start engines 1 or 2 during push back (they have the hyd A pumps on them). IIRC the 737's are similar.
 
BobDDuck said:
What's the point of a pin to lockout the nosewheel steering? During pushbacks? We have an on off switch right above the tiller that does that. Seeing as the CRJ is the only jet I've got much time in I always kind of assumed that everybody had a switch, but come to think of it, I've never heard it mentioned in a checklist when jumpseating on an Airbus or Boeing.
Click to expand...

We have a nosewheel steering bypass pin in the 757/767 that's used for pushback. It's not part of any checklist, but we have to verify with the ground crew that it's installed before pressurizing hydraulics before push. The ground crew removes it before taxi, and shows it to the crew as part of the wave off.
 
BobDDuck said:
What's the point of a pin to lockout the nosewheel steering? During pushbacks? We have an on off switch right above the tiller that does that. Seeing as the CRJ is the only jet I've got much time in I always kind of assumed that everybody had a switch, but come to think of it, I've never heard it mentioned in a checklist when jumpseating on an Airbus or Boeing.
Click to expand...


"During pushbacks?"



Exactly! It gives the ground crew control over nosewheel steering so that they know the cockpit can't "accidentally" straighten the tiller and hurt someone until they are done with the pushback.



Now that I have learned you have a switch in the cockpit which accomplishes the same thing I stand by my original post;

I think he forgot to throw the nosewheel-steering bypass switch!

(Thankfully...)
Click to expand...



Kevin
 
You must log in or register to reply here.
Back
Top