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Weather Diversions (How Do Carriers Decide)?  
User currently offlineglobalflyer From United States of America, joined Dec 2005, 925 posts, RR: 3
Posted (4 years 1 month 2 weeks 2 days 18 hours ago) and read 2556 times:

June 15th 2010 about 18:00lt. Major Thunderstorms in the ATL area. So Flightaware shows a ground stop. You can then pull up surrounding cities like CSG, MCN, AGS, GSP, CHA, TYS, etc. My question is how to airlines decide where to divert to (in any city not just ATL). Also what happens when a carrier does not serve that city. For example the afternoon AirTran 737-700 from SJU-ATL went to AGS. Who would service? An FBO? Just curious.

Cheers,
Liam


Landing on every Continent almost on an annual basis!
6 replies: All unread, jump to last
 
User currently offlineJetmatt777 From United States of America, joined Jun 2005, 2764 posts, RR: 33
Reply 1, posted (4 years 1 month 2 weeks 2 days 18 hours ago) and read 2528 times:

Normally the airplane parks on the ramp somewhere out of the way and waits for the weather to improve. If necessary to unload, an FBO or another airline would help out.


No info
User currently offlinenkops From United States of America, joined Jun 2005, 2660 posts, RR: 6
Reply 2, posted (4 years 1 month 2 weeks 2 days 18 hours ago) and read 2523 times:

I think the ideal spot is someplace that you already fly so you don't pay for ground handling... however there are weather considerations for diversion spots also. Probably want to go to an airport that can get you in and out quick if it is just a gas-n-go.


I have no association with Spirit Airlines
User currently offlinepilotpip From United States of America, joined Sep 2003, 3149 posts, RR: 11
Reply 3, posted (4 years 1 month 2 weeks 2 days 14 hours ago) and read 2373 times:

I had to divert because of that today enroute from COS. We were holding near MEM for nearly an hour. We went to LIT. Why? MEM was packed and we were going to be waiting for hours on the ramp with no gates available. Same can be said for HSV, BMH (our original filed alternate) and other airports. Especially helpful since I ran out of available duty the minute we landed. The passengers were stranded and we'll be taking most of them to ATL in the morning. Look up flight Shuttle America 5984. I was the FO and will be for the completion of the flight in the morning.

They parked us on the cargo ramp next to a diversion from Alaska. We were going to deplane via stairs but had a couple elderly passengers that had difficultly walking and elected to wait a while for a gate to open up.



DMI
User currently offlineEddieDude From Mexico, joined Nov 2003, 7561 posts, RR: 43
Reply 4, posted (4 years 1 month 2 weeks 2 days 11 hours ago) and read 2168 times:

Back in Sept. 09, I was flying PTY-MEX with CM. MEX had major weather issues and the runways got flooded, so we were diverted. The plane landed on GUA. I wonder why GUA was chosen when CM could have easily flown us to CUN or GDL (both are CM stations and they are in Mexico). Any idea why GUA was chosen? Was it the captain who made that decision, or somebody at CM gave him that instruction?


Next flights: MEX-GRU (AM 77E), GRU-GIG (JJ A320), SDU-CGH (G3 73H), GRU-MEX (JJ A332).
User currently offlineJetmatt777 From United States of America, joined Jun 2005, 2764 posts, RR: 33
Reply 5, posted (4 years 1 month 2 weeks 2 days 10 hours ago) and read 2118 times:

Quoting EddieDude (Reply 4):
Was it the captain who made that decision, or somebody at CM gave him that instruction?

Final authority is with the captain, but a dispatcher, ATC, crew scheduler, etc. all could have helped the decision making process. Weather is also a pretty important factor, it's better to divert behind a storm system than in front of one and risk getting stuck at the diversion airport.



No info
User currently offlinegoldenshield From United States of America, joined Jan 2001, 5970 posts, RR: 14
Reply 6, posted (4 years 1 month 2 weeks 2 days 8 hours ago) and read 2059 times:

Quoting Jetmatt777 (Reply 5):
Final authority is with the captain, but a dispatcher, ATC, crew scheduler, etc. all could have helped the decision making process.

Just to clarify a bit---in the case of part 121 Domestic/Flag flying, which scheduled airlines in the US fly under, the captain AND dispatcher jointly decide on the alternate. While the dispatcher might talk with other departments, like crew scheduling, to decide a viable alternate. Under no circumstance can those other departments interfere with the decision that the PIC and Dispatcher make. Also, a PIC that wishes to Divert somewhere else without consent of his dispatcher is using his emergency authority (which generally involves paperwork and phone calls.)



Two all beef patties, special sauce, lettuce, cheese, pickles, onions on a sesame seed bun.
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