Air India Capt suspended.
Join Date: Jul 2003
Location: Dallas, Texas
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747-4 Performance
The 747-4 has Gear Down Performance tables in the QRH. There is no mention of a 50 mile limit for Gear Down Ops. Airlines can purchase Gear Down dispatch option from Boeing and fly PAX in that configuration. There is a way to switch the PFD airspeed barber pole to show the max gear speed/mach as the max airspeed.
Join Date: Jul 2008
Location: Florianopolis
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I think there should be more information to criticize the captain, who knows what problems else might have been on that aircraft... I personally wouldnt be keen to make 1500NM gear down over water, considering OEI, or decompression, or encountering severe wheater (other than icing!). Maybe the reason somehow something private. It's interesting only few question the attitude of the airline, and as mentioned, it wouldnt change anything anyway. BTW, does anybody know if it was an expat?
Join Date: May 2004
Location: SINGAPORE
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there is a 50 nm routing req from any land mass at all times.
climb performance is a problem (less than 1000 feet a min up to 10,000, then about 500 ft a min up to fl 200, for most suitably powered a/c) so terrain a big factor.
noise, is pretty loud.
and she sinks like a brick on the descent.
270-280 kts at 20000 will roughly double the flt time.
did one, surabaya-sin on a 310. circled round the field thrice to gain alt. due to the central javan range of mountains. and southern sumatra.
it does take preparation as it is not something you just jump into the seat and go.
climb performance is a problem (less than 1000 feet a min up to 10,000, then about 500 ft a min up to fl 200, for most suitably powered a/c) so terrain a big factor.
noise, is pretty loud.
and she sinks like a brick on the descent.
270-280 kts at 20000 will roughly double the flt time.
did one, surabaya-sin on a 310. circled round the field thrice to gain alt. due to the central javan range of mountains. and southern sumatra.
it does take preparation as it is not something you just jump into the seat and go.
Join Date: Jun 1999
Location: Queensland
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There are times when the captain is required to make decisions that are unpopular with the airline. Some of the reasons may appear trivial, but if the decisions are made in good faith there should be no significant action taken.
If the Operation Director or other management staff are so intent on taking away such decisions from the captain, they should fly all the flights.
There are some captain decisions that traditionally suffer little or no management interference, like go-arounds and weather avoidance. Where management feel, correctly or not, that the captain is disrespectful of them or unconcerned about profit and disruption, they are more inclined to interfere severely in those areas.
Pilot retaining his authority to accept MEL items or not, is an area where I have seen airlines more inclined to try to deny the captain his considered choice. Finally, the public statement avoids mention of the captain's multiple considerations.
The process is more difficult in some cultures, with a foreign contract captain or if the co-pilot decides that MEL acceptance is not sufficiently safe.
Often the acceptance decision is reasonably clear cut, and even in the face of company pressure, there is little lasting action. The more difficult situation is where a decision is counter to normally accepted practice.
In spite of the difficulties, the captain is bound to make the most correct decision without fear or favour.
If the Operation Director or other management staff are so intent on taking away such decisions from the captain, they should fly all the flights.
There are some captain decisions that traditionally suffer little or no management interference, like go-arounds and weather avoidance. Where management feel, correctly or not, that the captain is disrespectful of them or unconcerned about profit and disruption, they are more inclined to interfere severely in those areas.
Pilot retaining his authority to accept MEL items or not, is an area where I have seen airlines more inclined to try to deny the captain his considered choice. Finally, the public statement avoids mention of the captain's multiple considerations.
The process is more difficult in some cultures, with a foreign contract captain or if the co-pilot decides that MEL acceptance is not sufficiently safe.
Often the acceptance decision is reasonably clear cut, and even in the face of company pressure, there is little lasting action. The more difficult situation is where a decision is counter to normally accepted practice.
In spite of the difficulties, the captain is bound to make the most correct decision without fear or favour.
