Originally Posted by Shot Nancy
NAS Agana closed in 95 or so but the memories of the Trench Bar and throwing all of those screwed up USD1 bills on to the floor remain.
Though I never landed at Agana (we always went up the road to Anderson) I recall that getting in was never much of an issue, with quite good radar control. Certainly there are far worse places to divert into. Razor, the Naval Air Station was actually at Agana, now the civil airport. It was a joint military/civil field until the NAS was closed in the 90s. You are correct in saying that Anderson AFB, which is still fully operational, is at the north-eastern tip of Guam. Agana is in the middle, closer to the hills. |
In my time , Agana also was known as Brewer Field Naval Air Station.
Who can remember , just down the road , Barneys-by-the Sea and the Viking Tavern. Aahhh the things those girls could do with a rolled up dollar note. |
The Scarebus!!!
I was just watching the news and watched 3 reports in a row about the Airbus. First, that the airspeed sensors may not be the cause of he Air France crash. Second, the cockpit fire on the Jetstar A3330 (thats right, the A3330. You read it here first, apparently Jetstar now flys a previously unknown type!) and then a report on an A320 that had 'engine troubles.' Prepare yourself for a few months of media hype about every Airbus snag. God help us if they get hold of any airline safety mags.:ugh:
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Thanks Dutch - just like flying you learn something everyday
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You threw them on the floor??? |
Beat ups
:ugh:Holy Smoke! Reading some of the infantile comments on this thread the casual observer could be forgiven for thinking a heated window arcing is a hitherto unheard of event. Window filaments arcing and transformers burning out has been happening almost since day one of having heated cockpit windows. Seems to me that having handled the abnormality and conducted a diversion to Guam the crew did exactly what they considered appropriate. Some posters give the media a bagging for beating up the airlines. Maybe those same posters ought to take a look at their own contributions and consider how uninformed and 'off thread' they are. :ugh:
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Well the aircraft will be in good hands for sure,knowing that the Base Maintenance A330 Operations Manager has been sent to Guam to save the world.
The only question I have is that if you put someone in the position to be an Ops Manager of a fleet type would it not be prudent to have them licenced on that type. Or at least give him famil course. |
the Base Maintenance A330 Operations Manager has been sent to Guam to save the world. The only question I have is that if you put someone in the position to be an Ops Manager of a fleet type would it not be prudent to have them licenced on that type Now that would be logical, and logic and 'a certain operator' don't seem to fit into the same sentence. |
Air France had a 77W divert to a very cold snow covered airfield around 2 years ago after the F/O's window overheated, sparked and caught fire.
It happens to the best as well!!:ok: |
Witwiw, give us a break, a first time into a unfamiliar airport is always a bit stressful, without the added problem of a possibly unstable window is NOT the way you want to spend the night, top marks to the crew both tech and cabin, for a job well done.
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BCF's in the 21st century?
You people must have quaint little outfits dunnunda, running around with BCFs on the flight decks. Somewhere in the back of my fuddled brain, I remember most reputable airlines (read environmentally friendly) got rid of them and replaced them with halon extinguishers back in the 20th century.
:oh: |
Replaced BCF with Halon last century!
got rid of them and replaced them with halon extinguishers back in the 20th century. Befuddleds right... |
You missed the point, Teresa Green. Your words were
into a unknown airport Incidentally, why would the window be "possibly unstable"? Boeing windows don't do that without heat, you are just required to slow down at lower levels. I would have expected Airbus windows were the same. Maybe a 'Bus driver can clarify? |
Ofcourse the window was possibly unstable. Likewise the crew would probably not have been to that port before. You can't get familiar with a place by flying over it on a route check.
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Befuddled - I don't think so!
Bloggs, what is the color of your extinguisher? Yellow (a la BCF/carcinogenic/banned) or Red (a la Halon (the non-carcinogenic/approved) one?
I am not certain of the type of halon in our extinguishers, except that it is "approved". What I am certain about (i.e. not befuddled) is that somewhere in the late '90s, the yellow BCF was banned (possibly with the exception of Oz). :} |
I'm begining to wonder if Teresa Green or Kellykelpie are that versed on industry requirements otherwise they wouldn't have trouble grasping the point. For their benefit, the following extracts from the CAOs and the CARs. My emphasis on selected passages:-
From the CAOs: 9 Obligations in relation to route and area qualifications 9.1 Subject to paragraph 9.2, an operator must ensure that a pilot does not act as pilot in command of an aircraft engaged in a regular public transport service unless the pilot meets the requirements of subregulation 218 (1). 9.2 Where a pilot has completed an audio-visual briefing as set out in Appendix 2 in respect of a proposed flight, the pilot is to be taken to have met the requirements of subregulation 218 (1) in respect of the aerodrome or route which was the subject of the briefing, if the briefing occurs: 3.7 Briefing for route qualification 3.7.1 For the purposes of 3.5.2 (c) and 3.5.2 (e), the briefing for route qualifications is to consist of a set of 35mm colour slides and a matched pre-recorded cassette tape covering as many of the following points as may be relevant to the route under discussion: (a) geographic location of the aerodromes comprising the route; (b) administration: (i) local time zones; (ii) documentation to be carried; (iii) prerequisite qualifications (e.g. physical entry or audio-visual briefing for any of the en-route aerodromes); (iv) customs, health and immigration requirements for crew and/or passengers; (v) fuel policy; (vi) special equipment or extra personnel to be carried; (c) navigation and flight-planning: (i) planned route and alternates/emergency airfields; (ii) special navigational techniques or limitations; (iii) controlled airspace/restricted airspace; (iv) maps and charts; (v) flight planning; (vi) weather; (d) in-flight procedures: (i) communications; (ii) altimetry and Air Traffic Control procedures; (iii) reporting points; From the CARs: 218 Route qualifications of pilot in command of a regular public transport aircraft (1) A pilot is qualified to act in the capacity of pilot in command of an aircraft engaged in a regular public transport service if the pilot is qualified for the particular route to be flown in accordance with the following requirements: (a) the pilot shall have been certified as competent for the particular route by a pilot who is qualified for that route; (b) the pilot shall have made at least one trip over that route within the preceding 12 months as a pilot member of the operating crew of an aircraft engaged in any class of operation; (c) the pilot shall have an adequate knowledge of the route to be flown, the aerodromes which are to be used and the designated alternate aerodromes, including a knowledge of: (i) the terrain; (ii) the seasonal meteorological conditions; (iii) the meteorological, communication and air traffic facilities, services and procedures; (iv) the search and rescue procedures; and (v) the navigational facilities; associated with the route to be flown; (d) the pilot shall have demonstrated either in flight or by simulated means that he or she is proficient in the use of instrumental approach-to-land systems which he or she may utilise in operations on that route; and (e) the pilot possesses such other qualifications (if any) as CASA specifies in relation to that route having regard to any special difficulties of that route. (1A) A pilot must not act in the capacity of pilot in command of an aircraft engaged in a regular public transport service if the pilot is not qualified in accordance with subregulation (1). There it is, nobody ever said you do it "by flying over it on a route check." My point is that it wouldn't have been an "unknown" airport. If the operator is abiding by the rules, as I expect they are, then the pilots would have been adequately briefed. Kellykelpie - are you a 'Bus driver? If so, please explain the "unstable" window to me. I'd be informed appropriately along with many others if you can. I don't believe from the reports that it was cracked (that would make it unstable), bolts missing a-la the Trident (that was unstable) so how is it an electrical short makes the window unstable. Apologies for the long post, but it appears to be necessary to get the point to sink in. |
Capn Bloggs,
BCF is a Halon according to your same reference source. Halon - Wikipedia, the free encyclopedia Halon 1211 (bromochlorodifluoromethane, CF2ClBr) So I'm wondering why the supposed ban on one and not the other? In my "quaint little outfits dunnunda" we still have BCFs all over the place, including on the aircraft. Regards, BH. |
BCF = 1211, correct.
There are certain applications where BCF/1211 is still approved. The following extracts from the current Australian regulations might clarify matters (with my highlighting): Ozone Protection and Synthetic Greenhouse Gas Management Regulations 1995 304 Offence — possessing halon (1) On or after 1 November 2005, a person must not possess halon that is, or has been, for use in fire protection equipment unless: (a) subregulation (4) applies to the equipment; or ……….. [sub-regs 2 & 3 deleted] (4) This subregulation applies to equipment that: (a) is used by the Defence Force in: (i) a Collins Class submarine; or (ii) an FFG7 Class destroyer; or (iii) an ANZAC Class frigate; or (iv) an Assault Landing Vehicle; or (b) is installed in, or carried in, an aircraft; or (c) is installed in an enclosed space containing machinery, [balance of this sub-reg deleted] Hope this helps. |
Windowzzzz
WITWIW
As for your comment on FLT Deck windows -Incidentally, why would the window be "possibly unstable"? Boeing windows don't do that without heat, you are just required to slow down at lower levels. I would have expected Airbus windows were the same. Maybe a 'Bus driver can clarify? I do believe A330 cockpit windows are structurally sound without window heat " ON " but as for some BOEING aircraft, the heat feature enhances their impact strength................thats what I've ben told...FYI TH :) |
Turtlehead, yes that's correct, hence the Boeing requirement (737, at least) to slow down at lower levels to account for the reduced impact tolerance. They are, however, in no way "unstable" and there are no limitations at upper altitudes without window heat. Now, if you are correct about the Airbus windows not requiring heat to maintain their integrity, I go back to my query about how there is anything "unstable" about them in such circumstances?
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