How often did you have to divert to an alternate A/D ?
Thread Starter
Join Date: Sep 2007
Location: Italy
Age: 37
Posts: 136
Likes: 0
Received 0 Likes
on
0 Posts
How often did you have to divert to an alternate A/D ?
It's always interesting to read about other people's flight experiences and often it gives you something to think and learn about it.
What about scenarios in which you were forced to divert to an alternate aerodrome due to Wx, contingency, airport closure or any other reason.
I'll start. Total time 47 hours and diverted once at the middle of my PPL course during a dual flight due to CB and TS in the vicinity of the field. Landed at a nearby airport, about 15 miles, after making one attempt to approach our destination aerodrome. Not much of a story but was really instructive as we dealed with inflight decision making and adverse weather flying.
Hope to read some interesting stories!
Staying tuned!
What about scenarios in which you were forced to divert to an alternate aerodrome due to Wx, contingency, airport closure or any other reason.
I'll start. Total time 47 hours and diverted once at the middle of my PPL course during a dual flight due to CB and TS in the vicinity of the field. Landed at a nearby airport, about 15 miles, after making one attempt to approach our destination aerodrome. Not much of a story but was really instructive as we dealed with inflight decision making and adverse weather flying.
Hope to read some interesting stories!
Staying tuned!
Join Date: Mar 2008
Location: UK
Posts: 329
Likes: 0
Received 0 Likes
on
0 Posts
Had to do it on my CPL QXC in Arizona. Plan was to fly from Goodyear to Tucson to Yuma and then back to Goodyear. Was on the Tucson - Yuma leg with a row of CBs way off on the horizon (seemingly over Yuma).
Slowly the cloud started to roll in and I had to keep descending - when I got to a few thousand feet above the ground (having been originally at around 8000'), still with a long way to go and the wx still getting worse, I thought sod it and decided it wasn't going to happen today.
It was pretty straighforward to turn and head back towards Goodyear. I knew I needed two land-aways to complete the CPL requirements (I'd easily meet the distance requirement) so after initially heading towards Goodyear I decided to jink left a bit and divert to Glendale, which was something like 10 miles further on, on the outskirts of Phoenix city, and ending up there would tick all of the CPL boxes. Job done
Not a very exciting story as I was fat with fuel and there was no drama - just a bumpy ride back what with the weather and being fairly low of hot desert terrain!
Slowly the cloud started to roll in and I had to keep descending - when I got to a few thousand feet above the ground (having been originally at around 8000'), still with a long way to go and the wx still getting worse, I thought sod it and decided it wasn't going to happen today.
It was pretty straighforward to turn and head back towards Goodyear. I knew I needed two land-aways to complete the CPL requirements (I'd easily meet the distance requirement) so after initially heading towards Goodyear I decided to jink left a bit and divert to Glendale, which was something like 10 miles further on, on the outskirts of Phoenix city, and ending up there would tick all of the CPL boxes. Job done
Not a very exciting story as I was fat with fuel and there was no drama - just a bumpy ride back what with the weather and being fairly low of hot desert terrain!
Join Date: Oct 2006
Location: London, SW11
Age: 43
Posts: 40
Likes: 0
Received 0 Likes
on
0 Posts
Twice this year: once en route from Tempelhof to Malmö, diverted to Rügen due thunderstorm over the sea. What a welcome diversion - a fantastic asphalt 800m lighted runway, superb Wienerschnitzel from the restaurant and modern, clean facilities. Beats 99% of British airfields.
The other diversion was to Mortagne (LFAX) - also due weather - where we were met by a curious welcoming committee. After cranking up the flying club computer (running Windows 95 no less!) and seeing that the weather at Caen was clearing up, we continued on our way. Getting out of LFAX in the Archer with 3 on board, a moderate amount of luggage and on a warm day ate up all bar the last 20 metres of the runway.
The other diversion was to Mortagne (LFAX) - also due weather - where we were met by a curious welcoming committee. After cranking up the flying club computer (running Windows 95 no less!) and seeing that the weather at Caen was clearing up, we continued on our way. Getting out of LFAX in the Archer with 3 on board, a moderate amount of luggage and on a warm day ate up all bar the last 20 metres of the runway.
One year we were flying to Oshkosh from Toronto when a forecast line of CBs got in the way in mid-Michigan; so, landed a comfortable distance before to have time to tie down before getting soaked. Hailed cab for restaurant and then proceeded to motel.
That's been my one "diversion" with power. In a glider running out of lift has produced 3 "diversions", 2 into farmer's fields and one into a cropduster strip.
That's been my one "diversion" with power. In a glider running out of lift has produced 3 "diversions", 2 into farmer's fields and one into a cropduster strip.
Join Date: Dec 2004
Location: East Anglia
Posts: 832
Likes: 0
Received 0 Likes
on
0 Posts
I have diverted once or twice per year. Mainly driven by the need to fly cross country to get to an aerobatic competition in an aircraft with just an airspeed and altimeter and no stability ie if you take your hands off it will roll inverted.
However, I normally plan my cross country routes via the overheads at airfields so that I can turn back and have a bolt hole if the weather gets worse than forecast. 20-30nm legs seem to work well.
Most times I find conditions to be better than forecast and it would have meant cancelling trips/competitions if I relied solely on the Met.
ZA
However, I normally plan my cross country routes via the overheads at airfields so that I can turn back and have a bolt hole if the weather gets worse than forecast. 20-30nm legs seem to work well.
Most times I find conditions to be better than forecast and it would have meant cancelling trips/competitions if I relied solely on the Met.
ZA
Join Date: Jan 1999
Location: north of barlu
Posts: 6,207
Likes: 0
Received 0 Likes
on
0 Posts
Thrice in a light aircraft, the first to avoid a line of CB,s. The second because LFAT,s runway had been invaded by gypsys. The third when flying Prague- EGTB, the MET forcast wind was utter fiction and the unforcast head wind resulted in the aircraft only having enough range to get to Manston, so I stopped at Maastrict (coz the fuel was cheaper!).
Join Date: Jan 2001
Location: In the boot of my car!
Posts: 5,982
Likes: 0
Received 0 Likes
on
0 Posts
Quite a few times. Mainly because the weather has dropped below minima.
I fly around London a lot Fog at Southend usually means you get into Biggin which is high up. Biggin which is high up usually gets low cloud which means a diversion onto the Ils at Farnborough or Southend.
Strong headwinds a couple of times for fuel concerns.
Mechanical problems a few times too.
Passengers changing plans mid air a few times too
Ill passenger twice
Pace
I fly around London a lot Fog at Southend usually means you get into Biggin which is high up. Biggin which is high up usually gets low cloud which means a diversion onto the Ils at Farnborough or Southend.
Strong headwinds a couple of times for fuel concerns.
Mechanical problems a few times too.
Passengers changing plans mid air a few times too
Ill passenger twice
Pace
Join Date: May 2001
Location: UK
Posts: 4,631
Likes: 0
Received 0 Likes
on
0 Posts
My last diversion was into Gatwick on one engine.
Previoulsy, Lyneham, when the fuel cap came adrift, Bristol coming back from Ireland when the destination went below minima, Goodwood with fog at the destination, somewhere in France (I cant remember) when a line of thunderstorms prevented going south. Probably one or two others over the years that I have forgotten about.
Previoulsy, Lyneham, when the fuel cap came adrift, Bristol coming back from Ireland when the destination went below minima, Goodwood with fog at the destination, somewhere in France (I cant remember) when a line of thunderstorms prevented going south. Probably one or two others over the years that I have forgotten about.
Join Date: Jun 2003
Location: EuroGA.org
Posts: 13,787
Likes: 0
Received 0 Likes
on
0 Posts
2 diversions in 8 years. One (pre-IMCR/IR) to Blackbushe due OVC006 at destination. The other, recent, to Lydd, due OVC003/<1000m at destination. Not bad for nearly 1k hours.
Join Date: Sep 2002
Location: Daventry UK
Posts: 487
Likes: 0
Received 0 Likes
on
0 Posts
Last month, approaching the Sea of Finland, when suddenly the 'low volt' light came on. No amount of resetting the 'Alt' would restore charging (OK, you should only try that once!). Not fancying the sea crossing to Helsinki without electrics, I made a quick explanation to Sweden control which brought a sympathetic response.
They asked for my mobile no. in case of radio failure and agreed to my turning off the xpndr despite being very close to Arlanda airport. This left just the 430 running, which it did for at least 30 mins. Fortunately I had mugged up on Stockholm Bromma and got direct vectors accordingly. Just before landing the power came back on!
Conclusions: Always revise on possible alternates in foreign countries. Radios will go on working for some time, maybe hours. Turn everything else off. Don't rely on emergency hand held radios - I was carrying one and it was inaudible to the tower. Mobile phone is a far better bet, at low level anyway. Thanks, Sweden control. Oh, and be sure to have a friend already booked on a commercial flight to your destination who can bring a spare alternator in his hand luggage!
They asked for my mobile no. in case of radio failure and agreed to my turning off the xpndr despite being very close to Arlanda airport. This left just the 430 running, which it did for at least 30 mins. Fortunately I had mugged up on Stockholm Bromma and got direct vectors accordingly. Just before landing the power came back on!
Conclusions: Always revise on possible alternates in foreign countries. Radios will go on working for some time, maybe hours. Turn everything else off. Don't rely on emergency hand held radios - I was carrying one and it was inaudible to the tower. Mobile phone is a far better bet, at low level anyway. Thanks, Sweden control. Oh, and be sure to have a friend already booked on a commercial flight to your destination who can bring a spare alternator in his hand luggage!
Join Date: Jan 2008
Location: London
Age: 68
Posts: 1,269
Likes: 0
Received 0 Likes
on
0 Posts
Twice on one trip.
Once from Bucharest to Linz, diverted to Salzburg due to fog clearing later than expected, and same day en route from Salzburg to Fowlmere into Brussels International due to potential unsafe gear.
Once en route from Fowlmere to Texel into Oostburg due to bladder urges of a passenger.
Once from Bucharest to Linz, diverted to Salzburg due to fog clearing later than expected, and same day en route from Salzburg to Fowlmere into Brussels International due to potential unsafe gear.
Once en route from Fowlmere to Texel into Oostburg due to bladder urges of a passenger.
Oh, about twice a year on average: usually wx, once a stuck throttle (at 1800 rpm
) sometimes strong winds or too much xwind on arrival. But I do fly a very basic aircraft reasonable distances 
It's part of the game, isn't it?
) sometimes strong winds or too much xwind on arrival. But I do fly a very basic aircraft reasonable distances It's part of the game, isn't it?
Join Date: Feb 2008
Location: High seas
Posts: 216
Likes: 0
Received 0 Likes
on
0 Posts
En route Key West to Fort Lauderdale, had comms failure and didn't fancy flying in Miami or Lauderdale airspace without radio (I have trouble understanding them even when the radio is working). Diverted to an airfield in North of the Keys (can't remember the name). Did textbook no-comms circuit join & land, only to be met on rollout by a security jeep with "commando" looking guys who escorted me off the runway. Before I had shutdown they were opening the door and interviewing/interrogating me. Seems it was a private airfield for the rich type and didn't like lil' ol Cessnas dropping in unannounced.
They escorted me to the tower and I called the flight club from whom I had rented the aircraft. Once I had fixed the known problem ( jiggled the wires as instructed) I was told to take off immediately and not to land back, even if comms are lost again once airborne.
This was all a long time pre-911. God only knows what those guys would be like now!!
They escorted me to the tower and I called the flight club from whom I had rented the aircraft. Once I had fixed the known problem ( jiggled the wires as instructed) I was told to take off immediately and not to land back, even if comms are lost again once airborne.
This was all a long time pre-911. God only knows what those guys would be like now!!
Join Date: Sep 2000
Location: UK
Posts: 263
Likes: 0
Received 0 Likes
on
0 Posts
Three times in more than 1000h of flying.
First was due to a CB on top of my airfield.
Second was an emergancy due to an engine proble
Third was 5 days after the second due to a shaken pilot who was close to crash into the sea.
First was due to a CB on top of my airfield.
Second was an emergancy due to an engine proble
Third was 5 days after the second due to a shaken pilot who was close to crash into the sea.
Join Date: May 2002
Location: In a nice house
Posts: 981
Likes: 0
Received 0 Likes
on
0 Posts
I think only three times in light aircraft as have managed to get back to home airfield with various problems on other occasions. Once was due to poor weather at Sedona (mega gusty winds, completely impossible to land, very rough!, not as forecast!) - turned back to airfield I had flown over a short while back (Plan B) to find it was now out of limits too. So went to Plan C and landed at Phoenix. Once as a "passenger" on a flight with a fuel problem - ie. I realised that we were getting low on fuel before the PIC did and weren't going to make planned airfield. Cue diversion, we just made it. And once, as a student pilot, on my solo long cross country, flew down a valley, viz closed in, couldn't get out of the valley to get over the mountains coz they had all disappeared in the poor viz! Did a 180 to discover it was even worse behind me, so landed at nearest airport (in the valley) and spent the night there! Had never been there before. Not bad for a student long cross country flight!!!
Join Date: Oct 2005
Location: USA
Posts: 3,218
Likes: 0
Received 0 Likes
on
0 Posts
It's hard to quantify how often a diversion occurs, because by definition, it's not something one can predict...it can happen any time. During private flying, a few times perhaps. When flying fire, it was a regular thing...very frequently I got sent to a different airport while I was either returning to a fire, over the fire, or on the way back. Doing fractional work, it happened a few times a month...ATC would call us and tell us that the company wanted us somewhere else. I've had customers on board request a diversion a few times. Several diversions for weather, maintenance, etc. One for a passenger in left seat of a light piston twin one night, who had a heart attack. Most recently we diverted to Bahrain out of Kabul, and back to Europe, instead of going to a different intended location, and a few weeks ago we were diverted to Ostend instead of Brussels, and then sent to Brussels anyway when the weather cleared.
Join Date: Dec 2005
Location: Here and there. Here at the moment but soon I'll be there.
Posts: 758
Likes: 0
Received 0 Likes
on
0 Posts
My diversion history;
- Frying NavCom.
- Low fuel due to stronger than expected headwind.
- Toilet break.
- Mountain wave over the Rockies.
- CBs and thunderstorms.
- Fog.
I diverted only last week. I grabbed the wrong sectional map for the 2nd half of my route and didn't notice till I was airborne and well on the way. Popped into an FBO on the way and purchased a new one.
- Frying NavCom.
- Low fuel due to stronger than expected headwind.
- Toilet break.
- Mountain wave over the Rockies.
- CBs and thunderstorms.
- Fog.
I diverted only last week. I grabbed the wrong sectional map for the 2nd half of my route and didn't notice till I was airborne and well on the way. Popped into an FBO on the way and purchased a new one.
Join Date: May 2001
Location: UK
Posts: 4,631
Likes: 0
Received 0 Likes
on
0 Posts
Thinking about it, I diverted once becasue I was bored! Coming back from Scotland, after 3 hours flying I had had enough. Just wanted a cup of coffee and a leg stretch, so I asked if I might pop into Southend. As usual they were most accomodating. The rest of the flight was far more pleasant in consequence. 
Join Date: Aug 2003
Location: UK
Posts: 433
Likes: 0
Received 0 Likes
on
0 Posts
If by "divert" you mean not completing the flight as intended, and landing somewhere other than the original desitnation, then it's about ten times a year for me - but that's because I fly gliders and sometimes the energy in the sky dies away and I land in a field or find an alternate airfield. That's the thing about gliding...we spend quite a bit of time choosing fields to land in.