Legit No-go items

[wickedpilot]

I feel like different Captains have different ideas of what constitutes "writing something up when we land" and what constitutes calling MTC before leaving the ground.

How much of this is touched upon during upgrade training?

How would you handle these abnormalities if they occurred while taxiing to the runway? (and to add a little pressure, it's your freedom leg)???

- TCAS Fail
- Flight Spoilers Fault
- Wx Radar Fails
- EFIS COMP
- OVBD Cool
- Display Cool Fan

IMO some are easy items to handle while other items i've seen different reactions to...

 

[ohplease!]

I feel like different Captains have different ideas of what constitutes "writing something up when we land" and what constitutes calling MTC before leaving the ground.

How much of this is touched upon during upgrade training?

How would you handle these abnormalities if they occurred while taxiing to the runway? (and to add a little pressure, it's your freedom leg)???

- TCAS Fail
- Flight Spoilers Fault
- Wx Radar Fails
- EFIS COMP
- OVBD Cool
- Display Cool Fan

IMO some are easy items to handle while other items i've seen different reactions to...

-go
-reset, go
-no go!
-go
-QRH, go
-QRH, go

 

["GO AROUND"]

-You not gonna ammend your equip. suffix for that flt?

So, if it's clear and a million(no TS's within a thousand miles of your route of flt) you need a wx radar? Call dispatch and mtc and continue as per MEL if able.

What say you OhPlease?

Most things like your examples only take a few minutes to call mtc and reset.

What I'm sick of is picking up airplanes that the previous crew didn't write up that were blatantly obvious that they needed to be written up. ie...Stab trim switch sticking, nose tire vibrations, APU hanging on the load control valve, etc... Then I have to write them up for them.

 

[goahead]

Yet another pissing contest to see who has the biggest.......

 

[FishandFly]

I feel like different Captains have different ideas of what constitutes "writing something up when we land" and what constitutes calling MTC before leaving the ground.

How much of this is touched upon during upgrade training?

How would you handle these abnormalities if they occurred while taxiing to the runway? (and to add a little pressure, it's your freedom leg)???

- TCAS Fail
- Flight Spoilers Fault
- Wx Radar Fails
- EFIS COMP
- OVBD Cool
- Display Cool Fan

IMO some are easy items to handle while other items i've seen different reactions to...

You did not specify carrier. ASA, for instance should have a much higher threshold of safety.

 

[COOPERVANE]

Everything at ASA should be a no-go item. We barely go anyway

If it be broke...don't go

 

[viper548]

TCAS Fail Go
- Flight Spoilers Fault start the other engine, if both running reset circut breakers
- Wx Radar Fails Depends on the weather
- EFIS COMP should go away by the time you get to the runway, if not, slew to fix
- OVBD Cool open then close galley door. if that doesn't work open MCD then service door, close service door then MCD.
- Display Cool Fan Put switches back to normal position, turn pax on. if that doesn't work call mx

 

[Dragonbravo]

Some things are obvious. However in our MEL book, the back has a list of every possible CAS/STATUS message (Glass makes life soooo much easier). It is surprising just how many white "status" messages are no-go or return to gate items.

 

[homerjdispatch]

-You not gonna ammend your equip. suffix for that flt?

ATC no longer requires the T prefix. In fact I have had a center or two question why we included it .... And TCAS is NOT REQUIRED for RVSM flight. So a suffix change would not be needed. (at least here at SkyWest) ATC assumes you have TCAS unless you specify you dont.

 

[ohplease!]

-You not gonna ammend your equip. suffix for that flt?

So, if it's clear and a million(no TS's within a thousand miles of your route of flt) you need a wx radar? Call dispatch and mtc and continue as per MEL if able.

What say you OhPlease?

Most things like your examples only take a few minutes to call mtc and reset.

What I'm sick of is picking up airplanes that the previous crew didn't write up that were blatantly obvious that they needed to be written up. ie...Stab trim switch sticking, nose tire vibrations, APU hanging on the load control valve, etc... Then I have to write them up for them.

nope, don't need to.

not unless its to MCN or some similarly close place.

common sense usually takes care of most situations.

 

[fatdumbandhappy]

coffee maker INOP = no go

 

[172driver]

Basically, after pushback, you can continue the flight if the item is deferrable, you run all checklists and operational MEL procedures, and there are no mx procedures required by the MEL.

 

[Kaman]

This is never an issue at CJC, we are under "OPERATION STRICT COMPLIANCE" and no CJC pilot would ever think of operating a flight without documenting ALL discrepencies (insert sarcasm as req'd).

 

[suupah]

This is never an issue at CJC, we are under "OPERATION STRICT COMPLIANCE" and no CJC pilot would ever think of operating a flight without documenting ALL discrepencies (insert sarcasm as req'd).

:nuts:

 

[NuGuy]

Heyas,

No go items:

Autopilot
APU Generator
Sick pilot

Nu

 

[Rouge Warrior]

You can write the airplane up as well as the captain can, If it don't feel right don't do it!