globalflyer From United States of America, joined Dec 2005, 965 posts, RR: 3 Posted (4 years 10 months 1 week 1 day 15 hours ago) and read 2784 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.
Landing on every Continent almost on an annual basis!
nkops From United States of America, joined Jun 2005, 2760 posts, RR: 5
Reply 2, posted (4 years 10 months 1 week 1 day 15 hours ago) and read 2751 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.
pilotpip From United States of America, joined Sep 2003, 3152 posts, RR: 10
Reply 3, posted (4 years 10 months 1 week 1 day 11 hours ago) and read 2601 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.
EddieDude From Mexico, joined Nov 2003, 7663 posts, RR: 41
Reply 4, posted (4 years 10 months 1 week 1 day 8 hours ago) and read 2396 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-JFK-MEX AM 788 | MEX-JFK-FCO AM 788/AZ A332 | AMS-MEX 74M
Jetmatt777 From United States of America, joined Jun 2005, 2970 posts, RR: 32
Reply 5, posted (4 years 10 months 1 week 1 day 7 hours ago) and read 2346 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.
goldenshield From United States of America, joined Jan 2001, 6131 posts, RR: 14
Reply 6, posted (4 years 10 months 1 week 1 day 5 hours ago) and read 2287 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.)
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