Jet2 plane diverted to Porto after pilot falls ill at the controls
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Of course it can be flown by a single pilot -- unless and until the workload increases (for some reason) to the point where it can't.
Are we really having an argument about whether or not it's a good idea to "land nearest suitable" when one of two pilots on a commercial airliner has become incapacitated?
Are we really having an argument about whether or not it's a good idea to "land nearest suitable" when one of two pilots on a commercial airliner has become incapacitated?
de minimus non curat lex
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A sensible decision was made to divert given the Capt incapacitation.
Make full use of the automatics to reduce the workload.
Declare Emergency
Good outcome in the circumstances. Is there really any more to say?
Rotary pontifications are irrelevant to this particular thread.
Nothing more to see ~ move on
Make full use of the automatics to reduce the workload.
Declare Emergency
Good outcome in the circumstances. Is there really any more to say?
Rotary pontifications are irrelevant to this particular thread.
Nothing more to see ~ move on
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Uh, are you sure about that?
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When the captain becomes incapacitated, the FO immediately becomes PIC, and if he decides there's an emergency, he can land wherever the hell he likes.
In this case, yes. I took the post as a blanket statement that the FO can't land there. My bad.
As it was, there was an abundance of alternatives and they took the best one.
I take it you have never been to Funchal. In theory in an emergency you are correct, in practice you wouldn't consider it. In normal ops FO is not permitted to land at Funchal and for good reason.
Last edited by beardy; 28th Aug 2019 at 20:28.
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Porto was close, the Southerly Runway has an ILS and it is a big city with quality medical facilities.
What more could you want when your Captain is taken ill. Get them.down safely and on the way to hospital ASAP. It appears as if it was a job well done.
What more could you want when your Captain is taken ill. Get them.down safely and on the way to hospital ASAP. It appears as if it was a job well done.
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Gender Faculty Specialist
I too have operated into FNC, for at least 15 years on a regular basis. It can be a really nasty place to land safely. I don’t know what the weather was on the day, but even when forecast calm / Cavok it can turn rapidly to the opposite. There’s no credit in risking the lives of everyone to save one person, I wouldn’t want an F/O to do so for me.
de minimus non curat lex
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Pleased that you find FNC 'a piece of cake' with your 7 years experience.
The FO made a perfectly sensible decision; just what is it that people don't get......?
Move on ~ nothing more see here.
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Whilst saving up to buy my way into the RHS someday I thought I’d improve my ignorance by reading some books on how to be an ex hamster Sky god. It differentiated between LAND ASAP and land at nearest suitable.
It had a chapter on pilot incapacitation and pointed out that there would not be any monitoring so a methodical and careful style was needed rather than a high workload environment. It suggested ( not the case here) that the first available option is not always the optimum solution and gave the example of the crewmember severing a finger. An island airport was close but discussion with medical experts suggested a diversion to a major hospital on the mainland, a considerable distance away, was a better decision and the finger could be reattached.
The Jet 2 event had a successful outcome well done to all and hopefully a speedy recovery for the incapacitated pilot.
The book also said that one of the behavioural markers of ignorance was thinking a 757 had an ECAM ( only joking) 😉
It had a chapter on pilot incapacitation and pointed out that there would not be any monitoring so a methodical and careful style was needed rather than a high workload environment. It suggested ( not the case here) that the first available option is not always the optimum solution and gave the example of the crewmember severing a finger. An island airport was close but discussion with medical experts suggested a diversion to a major hospital on the mainland, a considerable distance away, was a better decision and the finger could be reattached.
The Jet 2 event had a successful outcome well done to all and hopefully a speedy recovery for the incapacitated pilot.
The book also said that one of the behavioural markers of ignorance was thinking a 757 had an ECAM ( only joking) 😉
Last edited by sudden twang; 29th Aug 2019 at 07:10.
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The F/O, in case, did good and I’m sure the company will praise him/her for his/her professional handling of the incident.
What I’m sure of is that the “Captains ONLY Landing and Take off” is a Portuguese State restriction, not a Company one and all “approved” Capt’s must be checked out in a sim first and possibly also a check ride in with an approved Training Capt before operating “solo” into the island.
Interesting debate about the use of FNC in an emergency though ......
Listened to a RYR a couple of years back heading North from TFS declaring a “medical emergency” and requesting diversion to FNC.
The Portuguese sector controller asked if the Capt was approved for FNC ?
The reply was “negative” and he was then denied a landing at FNC but given the option to divert to the next island, Porto Santo (PXO).
What makes that option interesting is that if, after landing in PXO, the medical case is deemed to serious for the Island’s own medical services to deal with, the casualty is then flown by the Portuguese emergency services to FNC, where I believe there are better facilities !
Now....... what if you’ve got a fire onboard and FNC is closest ???
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Whilst saving up to buy my way into the RHS someday I thought I’d improve my ignorance by reading some books on how to be an ex hamster Sky god. It differentiated between LAND ASAP and land at nearest suitable.
It had a chapter on pilot incapacitation and pointed out that there would not be any monitoring so a methodical and careful style was needed rather than a high workload environment. It suggested ( not the case here) that the first available option is not always the optimum solution and gave the example of the crewmember severing a finger. An island airport was close but discussion with medical experts suggested a diversion to a major hospital on the mainland, a considerable distance away, was a better decision and the finger could be reattached.
The Jet 2 event had a successful outcome well done to all and hopefully a speedy recovery for the incapacitated pilot.
The book also said that one of the behavioural markers of ignorance was thinking a 757 had an ECAM ( only joking) 😉
It had a chapter on pilot incapacitation and pointed out that there would not be any monitoring so a methodical and careful style was needed rather than a high workload environment. It suggested ( not the case here) that the first available option is not always the optimum solution and gave the example of the crewmember severing a finger. An island airport was close but discussion with medical experts suggested a diversion to a major hospital on the mainland, a considerable distance away, was a better decision and the finger could be reattached.
The Jet 2 event had a successful outcome well done to all and hopefully a speedy recovery for the incapacitated pilot.
The book also said that one of the behavioural markers of ignorance was thinking a 757 had an ECAM ( only joking) 😉
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As a humble but relatively high time SLF. This first officer is the kind of pilot I want and would choose for 0A or 0B if I or those I cared about were sat anywhere else on board.
Respectfully submitted for consideration
David
Respectfully submitted for consideration
David
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Hey Mods, feel free to delete this post if considered slightly off topic but I wondered just what official and legal capacity is appointed to an FO whose Captain has become incapacitated. I realise that without anyone else up front that the FO has to do everything possible to ensure the safety of the aircraft and its passengers and crew but are there any civil aviation regulations or company policies that govern the assumed elevated status of the FO in these situations? I mean has he actually assumed command for all intents or purposes or is he/she simply conducting the flight as if the Captain had instructed them to do so?
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Hey Mods, feel free to delete this post if considered slightly off topic but I wondered just what official and legal capacity is appointed to an FO whose Captain has become incapacitated. I realise that without anyone else up front that the FO has to do everything possible to ensure the safety of the aircraft and its passengers and crew but are there any civil aviation regulations or company policies that govern the assumed elevated status of the FO in these situations? I mean has he actually assumed command for all intents or purposes or is he/she simply conducting the flight as if the Captain had instructed them to do so?