Emergency Diversion
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Emergency Diversion
How long does it take for a commercial jet to change its heading to the nearest suitable airfield, in the event of an emergency when time is of the essence?
For example, in ETOPS, an aircraft over the North Atlantic loses both engines. Can the pilot immediately alter course to the nearest airfield, or must they wait for ATS authorization?
Does the navigation computer constantly calculate the course and distance to suitable airfields and update this throughout the flight, so that the information is immediately available to the pilot?
For example, in ETOPS, an aircraft over the North Atlantic loses both engines. Can the pilot immediately alter course to the nearest airfield, or must they wait for ATS authorization?
Does the navigation computer constantly calculate the course and distance to suitable airfields and update this throughout the flight, so that the information is immediately available to the pilot?
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Niallo
I'm a private pilot, so I'll skip talking about big iron, but an aircraft commander (frequently called captain) has the authority to override any laws as necessary to protect the aircraft and those on board. So in an emergency, s/he will decide the best course of action. There is an old saying in pilot training 'aviate, navigate, communicate.'
That's a hell of a lot of authority, which is why airlines are very careful who they appoint as commanders.
And it also explains why pilots get paid so much, as they have a commensurate level of responsibility to accompany that authority.
In an emergency, the commander's top skill, analysis and decision making, comes in to play.
For an example, listen to the tapes of Capt Sullenberger.
I'm a private pilot, so I'll skip talking about big iron, but an aircraft commander (frequently called captain) has the authority to override any laws as necessary to protect the aircraft and those on board. So in an emergency, s/he will decide the best course of action. There is an old saying in pilot training 'aviate, navigate, communicate.'
That's a hell of a lot of authority, which is why airlines are very careful who they appoint as commanders.
And it also explains why pilots get paid so much, as they have a commensurate level of responsibility to accompany that authority.
In an emergency, the commander's top skill, analysis and decision making, comes in to play.
For an example, listen to the tapes of Capt Sullenberger.
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For example, in ETOPS, an aircraft over the North Atlantic loses both engines. Can the pilot immediately alter course to the nearest airfield, or must they wait for ATS authorization?
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A small time example if I may...
Whilst criusing at around FL380 halfway across the Indian Ocean (heading West) in an almost empty (heading to Jeddah for the pick-up!), B742, we had indications of a quickly rising vibration level as well as some evidence of mechanical vibration...we decided an immediate shutdown was the prudent thing!
So, other 3 engines to max continuous after the shutdown as the airplane began it's driftdown, we were too high for 3 engine cruise, even on MC power.
Now we had two problems...
#1 We were decending on track on an international airway! (The problem was that other aircraft were tracking in the opposite direction only a couple of thousand feet below us!)
#2 HF comms with ATC India was v/slow at best, non-responsive at worst.
Captains decision time...
We immediately turned 30 degrees left and proceeded out there until we were about 30 miles abeam our original track, and then turned right to parallel our track. There were no published airways out that way!
Immediately post the engine shutdown, we also started to try and call ATC on HF to request a lower level.
Out there 30 miles abeam the airway, we finally stabilized at about FL340, at about the same time we got voice contact with ATC. We requested FL340, and when approved, we turned to regain our flight planned track, and gave a new estimate for the next reporting point.
At the point of track resumption, we reported level at FL340, and continued on to our destination.
You understand, there is no radar coverage of air traffic out there in mid ocean areas.
It turned out to be a bearing failure in the accessory gearbox!
Anyway, the point of all this was to show that the Captain has the authority to make decisions as he sees fit to maintain the safety of the airplane and all those aboard.
This is a minor case, but demonstrates the point, he in fact had no option!
Cheers...FD...
Whilst criusing at around FL380 halfway across the Indian Ocean (heading West) in an almost empty (heading to Jeddah for the pick-up!), B742, we had indications of a quickly rising vibration level as well as some evidence of mechanical vibration...we decided an immediate shutdown was the prudent thing!
So, other 3 engines to max continuous after the shutdown as the airplane began it's driftdown, we were too high for 3 engine cruise, even on MC power.
Now we had two problems...
#1 We were decending on track on an international airway! (The problem was that other aircraft were tracking in the opposite direction only a couple of thousand feet below us!)
#2 HF comms with ATC India was v/slow at best, non-responsive at worst.
Captains decision time...
We immediately turned 30 degrees left and proceeded out there until we were about 30 miles abeam our original track, and then turned right to parallel our track. There were no published airways out that way!
Immediately post the engine shutdown, we also started to try and call ATC on HF to request a lower level.
Out there 30 miles abeam the airway, we finally stabilized at about FL340, at about the same time we got voice contact with ATC. We requested FL340, and when approved, we turned to regain our flight planned track, and gave a new estimate for the next reporting point.
At the point of track resumption, we reported level at FL340, and continued on to our destination.
You understand, there is no radar coverage of air traffic out there in mid ocean areas.
It turned out to be a bearing failure in the accessory gearbox!
Anyway, the point of all this was to show that the Captain has the authority to make decisions as he sees fit to maintain the safety of the airplane and all those aboard.
This is a minor case, but demonstrates the point, he in fact had no option!
Cheers...FD...
"Mildly" Eccentric Stardriver
As regards the navigation computer (FMS), it doesn't give a constant readout of track etc to alternates (at least not on the 737 Classic or NG), but the prudent pilot always has an airfield in mind and can call it up quickly if the need arises.
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Not a lot more to add except that as pilots that is what we are there for to constantly be updating our "What if plans". Every pilot should at all times in commercial aviation as a min know.
1 If i lose an eng. what would be my drift down speed?
2. If i lose an eng. what FL can I maintain?
3. How low can if descend Ie MORA whats the highest point of land below me.
4. Where the nearest available airport and whats it's weather like.
Other areas have more you need to be thinking of for example over high mountain ranges are there suggested escape routes for you to get lower either for eng performance or for o2/pressure alt reasons.
Also it is an option on the 737 fmc to have an alt airports page, it has a prompt on it that if pushed populates the lines with waypoint info ie ETA, fuel remaining etc of the nearest airports. You can input your choice of airfield manually and it will give you info for there. It also lets you choose if it's a diversion or if it is via a miss app. the later lets you see what you info would be at your chosen alt after completing your current route and go around. You can also insert planed winds and cruise alt to make it more realistic. One of our aircraft have this option think it was ex FUTURA.
I haven't flown it in a while but i think it has a access prompt on the bottom left of the legs page if i remember correctly.
1 If i lose an eng. what would be my drift down speed?
2. If i lose an eng. what FL can I maintain?
3. How low can if descend Ie MORA whats the highest point of land below me.
4. Where the nearest available airport and whats it's weather like.
Other areas have more you need to be thinking of for example over high mountain ranges are there suggested escape routes for you to get lower either for eng performance or for o2/pressure alt reasons.
Also it is an option on the 737 fmc to have an alt airports page, it has a prompt on it that if pushed populates the lines with waypoint info ie ETA, fuel remaining etc of the nearest airports. You can input your choice of airfield manually and it will give you info for there. It also lets you choose if it's a diversion or if it is via a miss app. the later lets you see what you info would be at your chosen alt after completing your current route and go around. You can also insert planed winds and cruise alt to make it more realistic. One of our aircraft have this option think it was ex FUTURA.
I haven't flown it in a while but i think it has a access prompt on the bottom left of the legs page if i remember correctly.
