A 380 on 3 will NOT make it to planned destination at optimum engine out altitude.Even with 10 % extra on the contingency fuel.He had 10 hours+ of flight time when it happened.High ground starting within 15-30 minutes(depending on route taken that day),he probably would spend the good part of this year explaning to managment why he chose to continue,rather than return/divert.CP/PNR comes to mind too doesn't it(yes it works on 4 engines too!).Take 20 minutes to decide,why....take some more.Its not a land asap situation.But take the right decision.With regard to safety,commercial angles and pax comfort.In that very order.And well,if endorsed by the company,then you dont have to spend the better part of your next few days off at the chief pilot's office explaining/justifying your call.HE was part of your call.And he endorsed it! Out here its called CRM...
. Involve the company.
Another thing one must keep in mind when dealing with a super sensitive airline such as SQ. The culture here is slightly different here from what we have been used to in the western world. An Acars 'suggestion' is taken,and assumed to be a strong 'recommendation'. Unless you can show very very strongly otherwise.At that point in time OR later in the sterility of your CP's office! Once accepted,it has to be executed as smoothly and safely as possible.In most cases the company is about 99% correct.Compared to the 2 heads in the cockpit,they have 200 to refer to at the FOCC control room.And then there is the concern of the 380 support system availaible after the diversion.Its not as if this is a 747.
I could go on and on here.Having said that,all in all a great job done.Flying wise and administratively(spello...??).
Now to find out why that big round thing stopped turning...
