Diverted flight...back to origin
 

This happened to me one time while flying from ATL to TPA, probably about 15 years ago. That one was weather related. We took off from ATL and got close enough to see the Clearwater area but a line of thunderstorms was quickly approaching and we were unable to get in before they arrived. We circled briefly and then it was announced we would divert to JAX. Before long we were updated that we would be better accommodated in ATL, so back we went. We sat for a few hours and finally were able to get in late that night.

From a fuel standpoint, aircraft operating under instrument flight rules are required to have enough fuel to reach their alternate airport plus an additional 45 minutes. For a short flight that can easily bring you back to your origin.

Not entirely true...you can plan a zero-alternate flight, but essentially a flight will carry enough fuel for their origin-destination+alternate(s)+holding+reserve+"extra".

As a MDT traveler, we had bad fog last night, but surprised did not go to PHL, 15 minute flight for a jet

Pilot forgot his wallet?

It depends which AA flight you refer to, but a CRJ has different minimums (both plane and pilot wise) then an A319/20. Even if both had same equipment, the pilot might not be current or have enough training to do a lower minimum approach.

I was on a E175 UAX from ORD-CHS (Skywest I think was the operator) - we tried to land at CHS - came out of the clouds basically on peoples rooftops - The clouds were really low - pilot immediately gunned it and we went to SPA (Spartanburg) to get fuel and try again

Right before our go around a DL 757 landed and right after our abort 2 Atlas air flights (Boeings freight carrier) and an AA A320 all landed.

Captain said something about ILS something something what they are certified for - not sure if he meant him, the company or the plane. Was pretty confusing, but rather safe than a greasy spot on the tarmac.

I don't know what would be the more disappointing:

- the divert back to DTW

- or a divert to PHL and waiting for a bus to be provisioned and the 2-hr ride to MDT

Yeah, I googled it when i got home, but forgot already - thanks....

My point was more along the lines of just cause it seems you can land or can't land or whatever - a lot of times there is much more to it, especially if you are just perusing flightaware.

I had a similar one on US Airways about 10 years ago. LGA-DCA; we actually were on final approach to DCA but aborted landing because something about due to fog they couldn't see the runway within a critical range or something like that, and then we ended up flying back to LGA because there were various connections on board that US decided they could accommodate more easily than diverting to IAD or BWI and letting us off there. Which of course was quite annoying for those of us onboard who were terminating at DCA.

There are a variety of reasons for the following:
a) why this particular flight had to divert
b) why they choose to return back to DTW

As others have said, not all airlines/operators, equipment, or flight crews all have different operational specs, navigation equipment, and qualifications to land in certain conditions.

If an AA A320 was able to land, it doesn't necessarily mean a 9E CR2 could get in.

That said for a diversion, a lot would depend on what is feasible to do at that time of the night, the remaining duty time of the crew, and ability to accommodate passengers.
While a diversion to PIT may have been closer, the crew may have then gone illegal / out of duty time and then be stuck in PIT for the night, now with an out of position airplane and crew. When in fact returning to DTW could mean the ability to get a relief/reserve crew, accommodate passengers on flights in the morning, and/or have the airplane back in position for the next day.