What Is The Real Story About The Ex AN B737 With Virgin Blue.
Moderate, Modest & Mild.
You're right Wiz. I was wrongly referring to a similar incident involving a New Zealand sc@b flying an Ansett B737 on the same/similar routing, in which he managed to hospitalise a significant number of pax. Reports of passengers "with bleeding ears, being taken by ambulance to Brisbane Hospital", made the headlines.
Fortunately, this incident didn't result in similar injuries, however the comments I made are still relevant in this case.
Fortunately, this incident didn't result in similar injuries, however the comments I made are still relevant in this case.
Fortunately, this incident didn't result in similar injuries, however the comments I made are still relevant in this case.
Moderate, Modest & Mild.
Geez Wiz, it seems that whatever I do, you're going to whinge about it being the wrong thing. When the posts were up, you complained that they weren't relevant because I was referring to another incident (btw, thanks for persisting in pointing out my error 
) - and now that I have deleted the offending entries, you're asking me why.
Are you sure that you're not my ex-wife??
Edit:
On another matter you raised..
I believe that you might be referring to the DME arrival into CNS from the south, done over extremely mountainous terrain.
Pre-GPWS days, that approach, and the one into Coolangatta (also over high terrian) brought aircraft into close proximity if the DME steps were misread (there was always 1 "critical" step that would decide the descent profile).
Because of several close calls, the AFAP lobbied the Federal Government for height reporting radar to be installed at Cairns and Coolangatta Towers, so that ATC could also monitor aircraft altitudes.
It was simply incredible the resistance the Federation got, in trying to implement these Safety measures.
The irony though, is that the radar wasn't installed at CNS until during (or after) 1989, and that as history will show, it was not ONE but TWO Ansett A320's being flown by sc@bs (Canadian, from memory) that had their @sses saved, when ATC observed on their radar (for which the AFAP had been directly responsible for having implemented) that these aircraft would have made "contact" with the ground, had ATC not advised them.
) - and now that I have deleted the offending entries, you're asking me why.Are you sure that you're not my ex-wife??
Edit:
On another matter you raised..
I seem to remember an incident or two pre that date (like the TAA 737 nearly flying into the hills near TSV). But those incidents were never fully resolved, as it was AFAP policy for its' members not to take part in saftey inquieries!!
Pre-GPWS days, that approach, and the one into Coolangatta (also over high terrian) brought aircraft into close proximity if the DME steps were misread (there was always 1 "critical" step that would decide the descent profile).
Because of several close calls, the AFAP lobbied the Federal Government for height reporting radar to be installed at Cairns and Coolangatta Towers, so that ATC could also monitor aircraft altitudes.
It was simply incredible the resistance the Federation got, in trying to implement these Safety measures.
The irony though, is that the radar wasn't installed at CNS until during (or after) 1989, and that as history will show, it was not ONE but TWO Ansett A320's being flown by sc@bs (Canadian, from memory) that had their @sses saved, when ATC observed on their radar (for which the AFAP had been directly responsible for having implemented) that these aircraft would have made "contact" with the ground, had ATC not advised them.
Last edited by Kaptin M; 17th Feb 2004 at 06:16.
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Amos
You are dating yourself!
The Mickey Mouse accident was New Year's Eve 68. 700 series deathtrap. Bailey was the skipper. 26 killed.
I think the Winton prang was an 800 series. 22 Sep 66. Remember that because it is both my brothers' birthday. 24 killed.
There was another one in the early 60's. Think 61.
Now back to the main event....
You are dating yourself!
The Mickey Mouse accident was New Year's Eve 68. 700 series deathtrap. Bailey was the skipper. 26 killed.
I think the Winton prang was an 800 series. 22 Sep 66. Remember that because it is both my brothers' birthday. 24 killed.
There was another one in the early 60's. Think 61.
Now back to the main event....
68 upside down is 89!!!!!
Moderate, Modest & Mild.
Trust YOU to bring "that year" into the discussion, Buster 
But 69 is still 69 whichever way you turn it!!
Thanks Amos and Traffic - out of interest, was it the same cause in all cases? And if so, why did it take so long to figure it out - after all a wing that separated due to the main spar being burnt through would seem fairly straightforward. Were any Mayday calls made?
Sorry for the temporary sidetrack people - a bit of Oz aviation history background.
But 69 is still 69 whichever way you turn it!!Thanks Amos and Traffic - out of interest, was it the same cause in all cases? And if so, why did it take so long to figure it out - after all a wing that separated due to the main spar being burnt through would seem fairly straightforward. Were any Mayday calls made?
Sorry for the temporary sidetrack people - a bit of Oz aviation history background.
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Kap
Speaking of cunning linguists...give me call when you are next in Tokyo as we are yet to split that first goatskin. Do you still have my mobile #?
To sum up my knowledge of the trivia story...the MacMillers accident was due to fractured starboard inboard mainspar. Brian Bayley for all his skills couldn't do much when the starboard wing departed the rest of the a/c at 7,000ft.
The a/c was built in 1954 and I understand there had been some mods on the spar to extend the life of the airframe!!
I think the Winston accident was caused by a fire.
Speaking of cunning linguists...give me call when you are next in Tokyo as we are yet to split that first goatskin. Do you still have my mobile #?
To sum up my knowledge of the trivia story...the MacMillers accident was due to fractured starboard inboard mainspar. Brian Bayley for all his skills couldn't do much when the starboard wing departed the rest of the a/c at 7,000ft.
The a/c was built in 1954 and I understand there had been some mods on the spar to extend the life of the airframe!!
I think the Winston accident was caused by a fire.
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VH-RMI which was lost near Winton was an 800. 
The official cause was an incorrectly installed drain plug on a cabin blower (mounted on the gearbox).
The fire that ensued caused the aircraft to crash before it could be landed anywhere.
The official cause was an incorrectly installed drain plug on a cabin blower (mounted on the gearbox).
The fire that ensued caused the aircraft to crash before it could be landed anywhere.
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Traffic is correct. In the Port hedland prang the wing bolts sheared outboard of #3 I think, and that was that. They had just made their 30 mile call and nothing further was heard!
Winton was a fire. No connection betwen the two. The early 60's Viscount prang was the break up in flight after t/off into CBs at Syd. A swag of a/c elected to return to the tarmac but the TAA skipper decided to go! Shortly after the gear came up the wings came off! Frightening isn't it!
Winton was a fire. No connection betwen the two. The early 60's Viscount prang was the break up in flight after t/off into CBs at Syd. A swag of a/c elected to return to the tarmac but the TAA skipper decided to go! Shortly after the gear came up the wings came off! Frightening isn't it!
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The -700s only had a single main spar, and the other 2 Ansett ones never flew again after that day, from memory it was New Years Day.
I had signed out VH-RMO at Essendon that day, and DCA (or whatever they were called then) came and confiscated all the log books before it could depart, before we even knew VH-RMQ had crashed.
I had signed out VH-RMO at Essendon that day, and DCA (or whatever they were called then) came and confiscated all the log books before it could depart, before we even knew VH-RMQ had crashed.
