LivinTheDream28

For those who work for ExpressJet, what are their policies for the following?

The FO notices the aircraft will be overweight with current loading, Captain wants to go

Given a more direct route in flight and it is apparent that the airplane will land overweight

The standard interview scenarios: FO notices bad tire on preflight, or Nav light out....I know these questions are asked on interviews but I was wondering how XJT actually advises their pilots to handle them

Captain shows up drunk.....what do they tell you to do?

Captain passes out in flight for some reason (possibly due to an unknown smoke entering the cockpit)

Approaching a Class B airport ATC clears you to descend below the floor of Class B

Cleared for an approach 80 miles out at FL240

Weather goes below approach mins outside the FAF....inside the FAF?

If you notice there is a T-Storm right on an airway, do you always ask ATC for a vector or is there another procedure?

Again, I know some of these are common interview questions and I know how I would answer them, I'm just curious what the actual company procedures are. I have no 121 experience so I'm curious how you guys handle this stuff.

JoeyMeatballs

hahahah been reading Aviationinterviews.com ha?
They arent going to want you to know xjt's policies, they are going to want you to come up with your OWN answer. ALWASY THINK SAFETY, IF ITS NOT SAFE DON'T GO!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

iflyjets4food

I don't work for XJT, but a lot of times you'll make these harder than they need to be. Just think about what you'd do if it was your a$$ on the line. Some of the ones you listed are regulated.

Approaching a Class B airport ATC clears you to descend below the floor of Class B
Refer to FARs

Cleared for an approach 80 miles out at FL240
Refer to FAR/AIM

Weather goes below approach mins outside the FAF....inside the FAF?
Refer to FARs

If you notice there is a T-Storm right on an airway, do you always ask ATC for a vector or is there another procedure?
Use common sense. I'm not flying through it. Usually I ask ATC for a turn to the left or right unless it is imminent for some reason (they denied my request or something) in which case I tell them where I'm turning to avoid the weather.

aussieflyboy

Only been here for a couple of months, but.....

1. Our captains don't show up drunk (or at least not the ones i've flown with).

2. We do get cleared for approaches 80 miles out at FL240, nobody flies to mexico more than we do. The way to handle it is different for different approaches. Make sure you stay above mea, the rest is common sense.

3. The same applies to pretty much all your questions. I've found all the CA's ive flown with to be extremely professional, and for the most part are mindful of the FAR's and apply common sense to situations. All the preflight questions, smoke in cabin questions, bad weather issues, and weight and balance issues you addressed would be handled swiftly, professionally and in what ever manner is deemed appropriate in the interest of safety.

Most of those questions that you've found on aviationinterviews.com are generic questions designed to ascertain what sort of person you are, how sure you are of yourself and where your head's at.

hatetobreakit2u

"id ask him where he got it cause we aint going anywhere that day"

freezingflyboy

1. What weight limit was exceeded? MATOW? ZFW? If it's a performance limit I would put my foot down. That plane ain't moving without an FO. There are some grey areas when it comes to fuel burn issues.

2. How can you reduce the landing weight? Short of throwing out pax or bags, can YOU think of anything? Something that you could burn more of...?

3. Depends. Would you rather sit at the gate an extra 20 mins while a tire gets changed or shred a tire on takeoff, have to fly circles for 3 hours since you can't dump fuel in the ERJ and then land, definitely destroying some wheels and possibly balling up on the runway? Which do you think the company would the company prefer? Nav light is not as serious in my opinion. How do you know it didn't burn out in flight?

4. I'm gonna let you guess on that one

5. Well if I suspect something in the air, I'm donning the mask and then trying to get the CA's mask on him, declaring an emergency (incapacitation of a required crewmember), and trying to find those stupid pink slips to see if theres an ERJ pilot jumpseating. But thats me.

6. Basic FAR knowledge my man.

7. Welcome to Mexico.

8. Its in the FAR/AIM. You can look up 121 regs online from the FAA. The 121 rules for this ARE different from 91.

9. If its 5 degrees for half a mile, no one will know the difference. But if I am going more than a mile from the centerline, just CYA and ask. As soon as ATC sees the deviation they're are going to either ask you or yell at you. Just remember who the final authority is.

U-I pilot

Here are some realworld answers:

1) If you are overwieght the W+B wont allow you to send...we do it on ACARS... it knows and flags the overweight value

2) Really we shouldnt accept a shortcut if it puts us overweight for landing but its captain discretion. Make sure that prior to landing the excess fuel is burnt off....descend earlier, dirty it up earlier etc....

3) Bad tire = get it changed. They can do this quick at a hub. Most times tires are in good shape. Part of the Service checks that are done every 3 days or so.

Nav light= Call mx, then flip a switch. The ERJ has Standby nav lights for just such an occaision. Daytime it can be MEL'd.

4) Captain drunk: Suggest he call in sick. If he wont, you call in sick. Its a better way to handle than ratting out to a CP but in the end, its something safety related that may require a CP getting involved. Company also has employee assistance program if its a personal problem.

5) Captain passes out?? Not likely but if so, fly the plane from the right seat...its where you are most comfortable and experienced. Sometimes there are jumpseaters or deadhead crews on board so check for another pilot.

6) Descending below floor of Class B can happen, but its up to you to recognize....speed limit is 200 knots.

7) Cleared for approach 80 out....standard IFR procedures...stay above and dont hit the mountains.

8) Wx below mins: outside FAF - no continue...hold or divert. Inside FAF continue and take a look.

9) Tstorm on airway: Look ahead with radar and get a deviation around it... pretty standard as far as operations go...

hope that helps... This should all be fairly obvious to a current IFR pilot.

orangeskysurfer

Hey everybody, Ill hopefully be starting training with Air Whiskey in about a month or two in the crj 200.. This will be my first experience in the rj.. Ive got experience in the dash 8 but no straight jet time. I was wondering if anybody had any suggestions on what i might be able to do to help prepare myself for the training. Ive considered everything from buying a $20 study guide off the internet to a $2000 course(a bit expensive) with ATP to studying my old mans FMC manual for the 73 to boring myself with flight sim.. From what ive heard so far the most difficult thing will be learning the FMC and the feel for the RJ as compared to props.. Thanks for reading. anything helps!!

orangeskysurfer

Oops Disregard the last transmission!! Intended to start a new thread