Sponsor Message:
Civil Aviation Forum
My Starred Topics | Profile | New Topic | Forum Index | Help | Search 
Where Is NWA #33?  
User currently offlineAlexinwa From United States of America, joined Sep 2000, 1146 posts, RR: 0
Posted (9 years 6 months 2 weeks 2 days ago) and read 7544 times:

I heard that is was sent to Moses Lake (MWH) due to fog in SEA. Is it still there? Will it be sent to SEA??


You mad Bro???
80 replies: All unread, showing first 25:
 
User currently offlineNWAFA From United States of America, joined Dec 2003, 1893 posts, RR: 16
Reply 1, posted (9 years 6 months 2 weeks 1 day 23 hours ago) and read 7429 times:

As of 5:58pm PST, the computer is still showing it in MWH (where is that?) and estimated to leave for SEA at 11pm.




THANK YOU FOR FLYING NORTHWEST AIRLINES, WE TRULY APPRECIATE YOUR BUSINESS!
User currently offlinePhilsquares From , joined Dec 1969, posts, RR:
Reply 2, posted (9 years 6 months 2 weeks 1 day 23 hours ago) and read 7393 times:

KSEA 290156Z 00000KT 1/4SM R16R/1000V1200FT FG VV001 02/02 A2966 RMK AO2 SLP055 T00220022

KSEA 282322Z 290024 00000KT 1/4SM FG OVC001
TEMPO 0003 1SM BR BKN002
FM1800 15003KT 2SM BR OVC002
FM2000 15003KT 5SM -RA BR SCT008 OVC015

That is the latest WX from KSEA.

I guess I am surprised NWA has not gone to CATIII on the DC-10. They were CATIII capable new from Douglas.

MWH is Moses Lake


User currently offlineIowaman From United States of America, joined May 2004, 4358 posts, RR: 6
Reply 3, posted (9 years 6 months 2 weeks 1 day 22 hours ago) and read 7309 times:
AIRLINERS.NET CREW
FORUM MODERATOR

KMWH Grant County International Airport
Moses Lake, Washington, USA

--------------------------------------------------------------------------------

FAA INFORMATION EFFECTIVE 25 NOVEMBER 2004
Location
FAA Identifier: MWH
Lat/Long: 47-12-27.7490N / 119-19-12.6830W
47-12.462483N / 119-19.211383W
47.2077081 / -119.3201897
(estimated)
Elevation: 1185 ft. / 361.2 m (surveyed)
Variation: 18E (1995)
From city: 5 miles NW of MOSES LAKE, WA

Airport Operations
Airport use: Open to the public
Sectional chart: SEATTLE
Control tower: yes
ARTCC: SEATTLE CENTER
FSS: SEATTLE FLIGHT SERVICE STATION [1-866-384-7323]
NOTAMs facility: MWH (NOTAM-D service available)
Attendance: CONTINUOUS
Wind indicator: lighted
Segmented circle: yes
Lights: DUSK-DAWN
HIRL RY 14L/32R ON LOW INTSST WHEN ATCT CLSD; ACTVT MALSR RY 32R - CTAF.
Beacon: white-green (lighted land airport)
Fire and rescue: ARFF index A
Airline operations: PPR FOR ACR OPNS WITH MORE THAN 30 PSGR SEATS 2200-0600 OR FOR ADDNL ARFF INDEX LEVEL SVC CALL AMGR 509-762-5363/5304.
International operations: US CUSTOMS USER FEE ARPT.

Airport Communications
CTAF: 118.25
UNICOM: 122.95
ATIS: 119.05 [24 HRS]
WX ASOS: 119.05 (509-762-5082)
GRANT COUNTY GROUND: 121.9 [0600-2200]
GRANT COUNTY TOWER: 118.25(EAST) 128.0(WEST) 257.8(EAST & WEST) [0600-2200]
GRANT COUNTY APPROACH: 126.4 385.5 [0600-2200]
SEATTLE ARTCC APPROACH: 134.35 370.9 [2200-0600]
GRANT COUNTY DEPARTURE: 126.4 385.5 [0600-2200]
SEATTLE ARTCC DEPARTURE: 134.35 370.9 [2200-0600]
EMERG: 121.5 243.0
IC: 126.4 385.5

APCH/DEP SVC PRVDD BY SEATTLE ARTCC ON FREQS 126.1/291.6 (MARLIN RCAG) WHEN APCH CTL CLSD.
Nearby radio navigation aids
VOR radial/distance VOR name Freq Var
MWH at field MOSES LAKE VOR/DME 115.00 18E
EPHr137/11.1 EPHRATA VORTAC 112.60 21E
EATr089/38.0 WENATCHEE VOR/DME 111.00 19E


NDB name Hdg/Dist Freq Var ID
PELLY 324/5.8 408 18E MW -- .--

Airport Services
Fuel available: 100 100LL JET-A1+
Parking: tiedowns
Airframe service: MAJOR
Powerplant service: MAJOR
Bottled oxygen: NONE
Bulk oxygen: HIGH

Runway Information
Runway 14L/32R
Dimensions: 13503 x 200 ft. / 4116 x 61 m
Surface: asphalt/concrete/grooved, in poor condition
FIRST 10000 FT AER 32R GRVD 150 FT WIDE.
Weight limitations: Single wheel: 85000 lbs
Double wheel: 155000 lbs
Double tandem: 320000 lbs
Dual double tandem: 600000 lbs

Runway edge lights: non-standard
NSTD HIRL LOCATED 50 FT FROM RY EDGE MARKINGS.
RUNWAY 14L RUNWAY 32R
Latitude: 47-13.539717N 47-11.425850N
Longitude: 119-19.590100W 119-18.590000W
Elevation: 1164.8 ft. 1162.7 ft.
Traffic pattern: left right
Runway heading: 144 magnetic, 162 true 324 magnetic, 342 true
Markings: precision, in good condition precision, in good condition
Visual slope indicator: 6-box VASI on left (3.00 degrees glide path) 4-light PAPI on left (3.00 degrees glide path)
Approach lights: MALSR: 1,400 foot medium intensity approach lighting system with runway alignment indicator lights
Runway end identifier lights: yes
Touchdown point: yes, no lights yes, no lights
Instrument approach: ILS
Obstructions: 25 ft. bldg, marked and lighted, 1081 ft. from runway, 35:1 slope to clear none

Runway 4/22
Dimensions: 10000 x 100 ft. / 3048 x 30 m
Surface: asphalt/concrete/grooved, in good condition
Weight limitations: Single wheel: 75000 lbs
Double wheel: 100000 lbs
Double tandem: 175000 lbs
Dual double tandem: 475000 lbs

Runway edge lights: medium intensity
RUNWAY 4 RUNWAY 22
Latitude: 47-11.804150N 47-12.766600N
Longitude: 119-19.975050W 119-18.017800W
Elevation: 1184.8 ft. 1149.7 ft.
Traffic pattern: left right
Runway heading: 036 magnetic, 054 true 216 magnetic, 234 true
Markings: nonprecision, in good condition nonprecision, in good condition
Visual slope indicator: 4-light PAPI on left (3.00 degrees glide path) 4-box VASI on left (3.00 degrees glide path)
Runway end identifier lights: yes yes
Touchdown point: yes, no lights yes, no lights

Runway 9/27
Dimensions: 4500 x 90 ft. / 1372 x 27 m
Surface: concrete/grooved, in good condition
Weight limitations: Single wheel: 100000 lbs
Double wheel: 150000 lbs
Double tandem: 270000 lbs
Dual double tandem: 475000 lbs

Runway edge lights: non-standard
RY 09/27 MIL LNDG ZONE LGTS ONLY.
Runway edge markings: RY 09/27 UNMKD.
Operational restrictions: RY 9/27 CLSD EXC MIL OPERATIONS.
RUNWAY 9 RUNWAY 27
Traffic pattern: left right

Runway 18/36
Dimensions: 3307 x 75 ft. / 1008 x 23 m
Surface: asphalt, in good condition
Weight limitations: Single wheel: 75000 lbs
Double wheel: 170000 lbs
Double tandem: 300000 lbs
Dual double tandem: 400000 lbs

Runway edge lights: medium intensity
RUNWAY 18 RUNWAY 36
Latitude: 47-12.495483N 47-11.978700N
Longitude: 119-19.791083W 119-20.039867W
Elevation: 1181.4 ft. 1181.0 ft.
Traffic pattern: right left
Runway heading: 180 magnetic, 198 true 000 magnetic, 018 true
Markings: basic, in good condition basic, in good condition
Touchdown point: yes, no lights yes, no lights

Runway 14R/32L
Dimensions: 2937 x 75 ft. / 895 x 23 m
Surface: concrete, in good condition
Weight limitations: Single wheel: 100000 lbs
Double wheel: 200000 lbs
Double tandem: 400000 lbs
Dual double tandem: 400000 lbs

Operational restrictions: RY 14R/32L IS CLOSED TO ALL NIGHT OPERATIONS EXCEPT TAXIING.
RUNWAY 14R RUNWAY 32L
Latitude: 47-13.440167N 47-12.980317N
Longitude: 119-19.806167W 119-19.588550W
Elevation: 1164.2 ft. 1165.9 ft.
Traffic pattern: right left
Runway heading: 144 magnetic, 162 true 324 magnetic, 342 true
Markings: basic, in good condition basic, in good condition
Touchdown point: yes, no lights yes, no lights
Obstructions: 9 ft. gnd, 620 ft. from runway, 100 ft. right of centerline, 46:1 slope to clear none

Airport Operational Statistics
Aircraft based on the field: 95
Single engine airplanes: 80
Multi engine airplanes: 12
Jet airplanes: 3
Aircraft operations: avg 284/day
33% transient general aviation
30% military
22% local general aviation
10% air carriers
5% air taxi
1% commuters


Additional Remarks
- FLOCKS OF LARGE BIRDS INVOF ARPT.
- HVY JET TRNG SFC TO 5000 FT WI 25 MI OF ARPT; PSBL WAKE TURBC FM LARGER ACFT USING RY 14L/32R.
- RY 18/36 AVBL AS AIR CARRIER TWY MOVEMENT AREA ONLY.
- TWY G NOT AVBL DURING NIGHT OPNS.
- RY DISTANCE MARKERS RY 14L/32R AND RY 04/22.
- RY 09/27 USED AS ASSAULT STRIP BY C-17 ACFT.
E80 1 US CUSTOMS USER FEE ARPT.

Instrument Procedures
NOTE: All procedures below are presented as PDF files. If you need a reader for these files, you should download the free Adobe Reader.
NOT FOR NAVIGATION. Please procure official charts for flight.
FAA instrument procedures published for use between 23 December 2004 at 0901Z and 20 January 2005 at 0900Z.


IAPs - Instrument Approach Procedures
ILS RWY 32R download (288KB)
MLS RWY 32R download (293KB)
RNAV (GPS) RWY 32R download (269KB)
VOR/DME RNAV RWY 22 download (234KB)
VOR RWY 04 download (227KB)
VOR RWY 22 download (223KB)
VOR RWY 32R download (241KB)
VOR-1 RWY 14L download (256KB)
VOR-3 RWY 14L download (236KB)
NDB RWY 32R download (251KB)
GPS RWY 04 download (209KB)
GPS RWY 14L download (212KB)
GPS RWY 22 download (204KB)
NOTE: Special Alternate Minimums apply download (25KB)

Departure Procedures
MOSES THREE download (191KB)

Other nearby airports with instrument procedures:

KEPH - Ephrata Municipal Airport (10 nm NW)
KEAT - Pangborn Memorial Airport (38 nm W)
KELN - Bowers Field Airport (51 nm W)
KRLD - Richland Airport (54 nm S)
KPSC - Tri-Cities Airport (57 nm S)




Next flights: WN DSM-LAS-PHX, US PHX-SJD. Return: US SJD-PHX, WN PHX-MDW-DSM
User currently offline707437 From United States of America, joined Nov 2003, 152 posts, RR: 1
Reply 4, posted (9 years 6 months 2 weeks 1 day 22 hours ago) and read 7283 times:

Being that this is an international flight. Are the passengers allowed to get off the plane at MWH or are they hostage on it until it reaches Seattle??? (To clear customs / TSA)

MWH has a big enough runway for anything but I doubt that it has enough of a terminal to debark a DC-10. . ?

It would suck sitting on that old DC-10 on the ground for nine hours. . .

Does anyone know any actual details?


User currently offlineClickhappy From United States of America, joined Sep 2001, 9601 posts, RR: 69
Reply 5, posted (9 years 6 months 2 weeks 1 day 22 hours ago) and read 7280 times:
AIRLINERS.NET CREW
PHOTO SCREENER

god, those poor pax! They say the fog will lift later this evening, it is still pretty thick as I type this.

User currently offlineIowaman From United States of America, joined May 2004, 4358 posts, RR: 6
Reply 6, posted (9 years 6 months 2 weeks 1 day 22 hours ago) and read 7254 times:
AIRLINERS.NET CREW
FORUM MODERATOR

Being that this is an international flight. Are the passengers allowed to get off the plane at MWH or are they hostage on it until it reaches Seattle???

Well there is customs at MWH, although at a fee. As far as being able to get off the plane i don't know.




Next flights: WN DSM-LAS-PHX, US PHX-SJD. Return: US SJD-PHX, WN PHX-MDW-DSM
User currently offlinePhilsquares From , joined Dec 1969, posts, RR:
Reply 7, posted (9 years 6 months 2 weeks 1 day 22 hours ago) and read 7248 times:

Generally, with any divert the passengers are not allowed to deplane.

User currently offlineNeilalp From United States of America, joined Apr 2000, 1034 posts, RR: 1
Reply 8, posted (9 years 6 months 2 weeks 1 day 20 hours ago) and read 7116 times:

Isn't 10 hours becoming a long time with no food and bathroom? Sounds like DTW snow storm of 2000 all over again

User currently offlineB777ER From United States of America, joined Jun 2004, 548 posts, RR: 0
Reply 9, posted (9 years 6 months 2 weeks 1 day 20 hours ago) and read 7082 times:

Geez...maybe they should have gone to PDX and with customs there, they could have deplaned and been bused to SEA right up I-5.

User currently offlineSea2Pdx From United States of America, joined Dec 2004, 70 posts, RR: 0
Reply 10, posted (9 years 6 months 2 weeks 1 day 16 hours ago) and read 6978 times:

this is rumor only, but its my understanding that the crew of 33 timed out once they got to mwh and that nw was going to fly a crew from msp into mwh to bring the dc-10 over to sea. when i last checked at work tonight, about 9.00p, 33 was showing an eta into sea of 1.45a.

User currently offlineANCFlyer From , joined Dec 1969, posts, RR:
Reply 11, posted (9 years 6 months 2 weeks 1 day 15 hours ago) and read 6940 times:

Geez...maybe they should have gone to PDX and with customs there, they could have deplaned and been bused to SEA right up I-5.

I'm with you!
Certainly they let them off the plane? Certainly NW could pay the Customs fee? Certainly Customs could waive the fee in this "exigent circumstance"? Even with one or two agents at MWH, and the length of time to clear customs, it would be worth the effort. Certainly the aircraft was catered if nothing else?

Hell, in ten hours they could have cleared customs, offloaded baggage, gotten chartered buses, gone bus from MWH-SEA.

FYI: Current Status as of 0143 Alaska Time:

Airline Northwest
Flight Number 33
Departure City (Airport) Moses Lake, WA (MWH)
Departure Time 12/29/2004 02:30 AM
Arrival City (Airport) Seattle, WA (SEA)
Arrival Time 12/29/2004 03:04 AM
Remaining Flight Time 00:34 (planned)
Aircraft Type McDonnell Douglas DC-10 (all series)
Current Altitude 0 feet
Current Groundspeed 0 mph
Flight Status Planned

Quite obviously this shows the aircraft still on the ground at MWH. As Alaska time is 1 hour earlier than Washington State time, this shows the flight still grounded 15 minutes past it's 'planned' departure from MWH.




[Edited 2004-12-29 11:46:11]

User currently offlinePhilsquares From , joined Dec 1969, posts, RR:
Reply 12, posted (9 years 6 months 2 weeks 1 day 15 hours ago) and read 6933 times:

I am sure in 20/20 hindsight PDX would have been the most logical choice. However, the real issue is probably they didn't have the fuel to go to PDX. HWH is a short jump from SEA and therefore would require less fuel. In addition, I am sure the crew probably held there for as long as they could before having to divert to MHW.

The real issues is how many diverts in the DC-10/year does NW have vs. how much it would cost to get the aircraft back to CATIII.



User currently offlineIsitsafenow From United States of America, joined Feb 2004, 4984 posts, RR: 24
Reply 13, posted (9 years 6 months 2 weeks 1 day 7 hours ago) and read 6747 times:

The crew did time out. There are no customs at Moses Lake. According to this mornings publications, after a while on the plane, the pax were permitted into the terminal area only.

Flt 33 circled SEA a while before diverting to Moses Lake. The plane was suppose to leave MHW for SEA about 5 30 am PST,according to the NWA website.
If it did or not, I have no idea.
safe



If two people agree on EVERYTHING, then one isn't necessary.
User currently offlineCtbarnes From United States of America, joined Mar 2000, 3491 posts, RR: 50
Reply 14, posted (9 years 6 months 2 weeks 1 day 7 hours ago) and read 6714 times:

According to NW's website flight NW33 finally landed at SEA at 6:26 AM this morning.

There's got to be a better way to handle diversions than this! If they landed at PDX or YVR at least the passengers and crew could get off the plane and go through customs. I really feel for both the passengers and the crew on that flight.

Charles, SJ



The customer isn't a moron, she is your wife -David Ogilvy
User currently offlinePDXtriple7 From United States of America, joined Dec 2004, 695 posts, RR: 0
Reply 15, posted (9 years 6 months 2 weeks 1 day 6 hours ago) and read 6637 times:

Just heard on the local news in Portland that the plane was delayed in leaving AMS due to deicing, and then they were low on fuel with the fog, so diverted to Moses Lake where they weren't able to use customs. 10 hour flight turned into 25 hour flight.

User currently offlineDash8tech From United States of America, joined Jul 1999, 732 posts, RR: 5
Reply 16, posted (9 years 6 months 2 weeks 1 day 6 hours ago) and read 6638 times:

As a sidenote, NW's -10's may be CATIII but if a system/component is MEL'd that is required for CATIII ops then a CAT III approach cannot be carried out.

User currently offlineLamedianaranja From Venezuela, joined Nov 2004, 1246 posts, RR: 21
Reply 17, posted (9 years 6 months 2 weeks 1 day 6 hours ago) and read 6628 times:

Are you sure they don't have CATIII or are planning to get it? It would come in handy too for AMS/SPL, where this flight came from, by the way. NW diverts a lot when we are foggy here in AMS, but other airlines who do have CATIII also. This is then due to restricted runway use in the weather conditions and too much traffic, the aircraft only having so much fuel left to hold and so on.


I wish that all skies were orange and blue!!
User currently offlineClickhappy From United States of America, joined Sep 2001, 9601 posts, RR: 69
Reply 18, posted (9 years 6 months 2 weeks 1 day 6 hours ago) and read 6623 times:
AIRLINERS.NET CREW
PHOTO SCREENER

It got so bad even the local media covered the event

http://www.komotv.com/stories/34586.htm

Kudos that they got the plane type right, calling it a DC-10-30  Big grin


User currently offlinePhilsquares From , joined Dec 1969, posts, RR:
Reply 19, posted (9 years 6 months 2 weeks 1 day 5 hours ago) and read 6538 times:

My comments about CAT III were sarcastic in nature. NW refused to upgrade their DC-10 (both -30 and -40) to CATIII due to the expense and the fact the aircraft was not in their long term fleet plans. This was in the early 90's.

I operate in and out of AMS on a fairly regular basis. During the winter months, it's not uncommon to hear a NW DC-10 holding while everyone else is getting in using CATII/III.

To me it seems like an extremely short sighted decision that has come back to haunt them year after year.


User currently offlineANCFlyer From , joined Dec 1969, posts, RR:
Reply 20, posted (9 years 6 months 2 weeks 1 day 5 hours ago) and read 6458 times:

Well, I wonder what kind of nightmare this will develop in to for NW? Twenty-five hours with over half of it sitting on a DC-10 in MWH. I'm not sure there were a lot of happy campers on that plane.

Anyone know if the aircraft got catered? Got the lavs pumped? Etc? Can't help the WX but you can sure help a bad decision about a diversion airport.



User currently offlineIsitsafenow From United States of America, joined Feb 2004, 4984 posts, RR: 24
Reply 21, posted (9 years 6 months 2 weeks 1 day 5 hours ago) and read 6453 times:

ANCFLYER....according to the Seattle newspaper...no to all your above questions. On board water was rationed.
safe



If two people agree on EVERYTHING, then one isn't necessary.
User currently offlineLN-MOW From United States of America, joined Jan 2000, 1908 posts, RR: 14
Reply 22, posted (9 years 6 months 2 weeks 1 day 4 hours ago) and read 6235 times:

A coworker of a friend of mine was onboard.

No toilet service available.
No wateruplift.
When the new crew got on, they got a technical problem that had to be fixed before they could proceed to SEA. That's why they didn't arrive until this morning.

MWH has no facilities for widebody diversions other than a long runway and low landing fees.




- I am LN-MOW, and I approve this message.
User currently offlineANCFlyer From , joined Dec 1969, posts, RR:
Reply 23, posted (9 years 6 months 2 weeks 1 day 4 hours ago) and read 6084 times:

I guess I'd have to ask this question then . . .

Why the hell divert to MWH if it was, obviously, woefully inadequate for a wide-body. If there's an onboard emergency obviously you divert to the nearest capable field. If it was a "routine" WX diversion, why pick MWH? No facilities for the a/c . . . no customs . . . who made that call and why?

Fuel?
WX in PDX?
WX in YVR?

I've been aboard a few diversions, all due to destination WX and they were all to airfields capable of handling the aircraft. Only once, CO2 GUM-HNL-IAD, when we diverted to ABQ did the pax stay on board, but in COs usual fashion they flight was catered, breakfast for everyone, IFE, Booze, etc. We were there 4 hours

It will be interesting to see how this plays out . . .


User currently offlinePhilsquares From , joined Dec 1969, posts, RR:
Reply 24, posted (9 years 6 months 2 weeks 1 day 3 hours ago) and read 5965 times:

Most likely the scenario went something like this...

YVR and or PDX weather may not have been suitable for an alternate. Thus MWH became the most logical choice.

The flight probably arrived at SEA with enough fuel to go to either PDX or YVR, weather permitting. However, the forecast may have showed SEA to come back up to CAT I minimums in a very short period of time, or the RVR could have been up and down. The crew, with coordination from dispatch, probably elected to hold in the SEA area until the RVR came up. That's where the problem began. You really get yourself between a rock and a hard spot. Holding hoping the RVR comes up. Finally when it doesn't you're stuck and have no option but go to MWH.

I know NW uses MWH on a frequent basis, but then again, normally the WX in SEA is such that the RVR does come back up during the day..


25 Filejw : I'm sure Moses Lake was used because it was the closest legal alternate.Less alternate fuel means more revenue payload.And remember the U S government
26 LN-MOW : PDX was fine - they had quite a few diversion .. Several TZ, DL, HP and UA-flights went there. For some reason NW always seems to use MWH .. probably
27 ANCFlyer : I'm quite sure our friends at the Dept of Homeland Security are truly to blame for having those folks trapped on that a/c. My only question for NW is
28 Jc2354 : Does anyone know if McChord AFB was also fogged in?
29 Doug_or : PDX is slightly closer to SEA than Moses lake. I don't know what their inbound route was, but if they diverted before even trying to get to SEA, then
30 Ctbarnes : Of course what would really solve this problem is putting an A330 on the route... Charles, SJ
31 Post contains links Bronko : Anyone know how the NWA relief pilots from MSP flew to Moses Lake? Did NWA fly them on a NWA mainline aircraft or perhaps a business jet? EDIT: Looks
32 Clickhappy : Dave, they flew into Moses Lake from FCM (Minneapolis) on a Citation 560. Royal
33 Bronko : Thanks Royal. Can't believe the chartered aircraft had a flat tire on top of everything else.
34 Post contains links Flybynight : Why does this seem to happen to NW? Remember the episode in Detroit a few years ago when passenger where stuck on the tarmac for something like 10 hou
35 Baw716 : NW33 arrived KSEA at 0630am lcl time this am (Dec 29), according local news reports. The last delay at MWH had to do with a mechanical which delayed t
36 Filejw : Baw 716 , Just to let you know your thinking is not even close to the way NWA operates.Plus you for got High Min. Capt.
37 Baw716 : Filejw, If I am wrong, please explain where I am in error...just don't tell me I am wrong. I would certainly benefit from the explanation, as would al
38 Philsquares : At NW you don't get paid more for a CAT III vs. CATII vs. CATI. In addition, every DC-10 was CATIII when they left the factory. All the DC-10-30s NW p
39 Dtwintlflyer : looking back now ..things should have been done differently but if you read the article between weather in moses lake/customs regulations etc things w
40 ANCFlyer : Just saw a couple from Gig Harbor, WA - pax on that plane - on television. They didn't seem overly impressed with the ordeal, and who could blame them
41 Post contains images Ltbewr : I saw that interview on the NBC's Today show, and it seemed to be a very unpleasant experience, although extremely minor vs the horrors of those suffe
42 Baw716 : To Philsquares Thank you for the clarification about the pay situation for pilots at NW re: autoland premiums. To DTWIntlFlyer Thank you for your deta
43 AAplatnumflier : NW does pick some interesting places to divert to. One of ym friends was on one of their flights to DEN back in July and because of weather they diver
44 Ken777 : It's almost impossible to fly a lot a not experience some sort of delay due to weather, illness on board while in the air, or equipment problems. The
45 Baw716 : Ken777 What is really odd about your comment is that NW DOES have an excellent aircraft incident response program. Reason I know this is that I traine
46 NWAFA : KEN777, If you read the whole story you would see that once the aircraft was secure, (It was an INTL flight) the passengers were able to get off and t
47 Veeref : I have been the captain on a number of flights where I had to divert. Most of the time we try to divert to one of our own stations since it's easier f
48 FA4UA : I just saw a report on CNBC about this flight. What a nightmare for all involved! Gotta wonder why they weren't able to bus those poor pax into SEA an
49 NWAFA : FA4UA, Once again may we suggest that you read the FULL REPORT. This was an International flight, and it was the UNITED STATES that would NOT let them
50 Visityyj : I read that the mechanical at MWH was actually the Citation chartered for the new crew found to have a flat tire (!) at MSP.
51 Filejw : Lost revenue ? They have the cheap's tickets and will not lose a cent....
52 N685FE : Ok, no one has brought this up yet, has NW been added to the list of airlines that have been allowed to carry less reserve fuel on trans-Atlantic fli
53 Baw716 : NWAFA is right. Once the aircraft was on the ground at MWH, they were in the hands of US Customs. NW did not get control of their aircraft back until
54 Ctbarnes : We must not, repeat NOT, blame NW for what happened on the ground at MWH, they must be applauded for their actions. As soon as Customs let them off th
55 SHUPirate1 : One more question, however...did the timed-out crew have to stay on the plane from Moses Lake to Seattle? And if so, what would have happened if the f
56 N685FE : There are two jumpseats up front and I am sure if an empty pax seat was not available, the third pilot could use one of the f/a jumpseats. More then l
57 Filejw : Just to answer a couple of questions from way back in the thread.A High Min Capt . is one that is new to the A/C .Landing mins are restricted by the a
58 Derik737 : MWH is a common alternate for SEA. We have diverted there for weather in SEA as well. Dispatch and the Captain will decide what to do if the landing w
59 Philsquares : Derik737, I agree with what you said if SEA was the only place NW flew their DC-10. The problem is they fly to other destinations which do lend themse
60 Derik737 : Philsquares, While I cannot debate the alternate airport choice of NWA in this situation since I am not a dispatcher or ATP, I still believe that NWA
61 Philsquares : NW hasn't even kept the DC-10 CATII! That's the problem. Again, they were all CATIII (-30) when NW got them from their previous owners. If you have to
62 Redtailmsp : With all the hype flying around concerning this flight, you all need to get a good perspective of what happened with this flight so you can see some o
63 Azjubilee : Redtailmsp - Nicely put! It's well into perspective which is unfortunately, something that is SEVERELY LACKING on this webiste. Add that to the media
64 Alexinwa : I don't blame NW, I don't blame the US, I don't blame anyone,.....except THE WEATHER. I guess as just an airplane freak I tend to take flying for gran
65 Ctbarnes : Thank you for that, Redtailmsp. The whole trip sounds like the curse of Murphy's law rearing its ugly head. My favorite part is the over dramatization
66 Derik737 : Philsquares, Why have CAT II Autoland? There is a difference in the way the aircraft operates between CAT II/III. Just fly a CAT II approach on one au
67 Philsquares : Derik737. Believe it or not I do realize that. However, if the a/c is CATIII qualified, then you have many more options available. If it's not and you
68 Azjubilee : Ctbarnes - I have been both a crew member and passenger on diverted flights. All have been due to weather or inflight emergencies. Toilets have overfl
69 Ctbarnes : Thank you azjubilee for so eloquently proving my point. Charles, SJ[Edited 2004-12-31 07:19:07]
70 Mattnrsa : Redtailmsp, Good post, but I have a question... You said the local FBO had to deal with several cabin write-ups in MWH. Why, when there were much more
71 Jc2354 : I bet that Northwest will never divert an international flight to Moses Lake again.
72 Baw716 : RedtailMSP I said I would not reenter this discussion; however, because of your excellent, very factual post, I have a couple of questions that may cl
73 Ctbarnes : No matter what we do, we all get blamed for the weather and our customers have an expectation that we have a direct line to God to fix it for us. They
74 Baw716 : Charles, SJ Amen. Air travel takes the average person completely out of their comfort zone and into a place in which they have very little control ove
75 Redtailmsp : To follow up on some questions/comments.....Mattnrsa, the cabin write-ups were actually written up enroute. Once any write up has been entered into ei
76 Philsquares : Redtailmsp, You mentioned the NWS forcast, however, doesn't NW still have their own Metro dept? Last I knew, the airline relied on their own WX. I hav
77 Redtailmsp : Yes, we have our own meteorology department, but they do not do forecasts for SEA - but we can - and often do - get their educated opinions about cond
78 Mtnmanmakalu : I still would rather be on the DC-10 ANYDAY other than the A330- The "Death-Cruiser" has personality that A/C just don't have anymore.... The Ball was
79 PlaneSmart : Isn't the difference with CatIII in Europe, that to keep it current, both aircraft and crew must perform X number of autolands per mth? And because a
80 Baw716 : RedtailMSP, Yes, your explanation answered my questions, and thank you for your very thorough explanation. If we follow your explanation backwards, th
Top Of Page
Forum Index

This topic is archived and can not be replied to any more.

Printer friendly format

Similar topics:More similar topics...
The 747 NWA Donated.. Where Is It Now? What School posted Sun Oct 22 2006 17:55:32 by 747hogg
Where Is The NWA Annoucements? posted Thu Apr 7 2005 18:24:47 by Admluvs2fly
Where Is The 787-10? posted Wed Nov 1 2006 17:11:18 by AA1818
Where Is The New Cessna? posted Thu Sep 21 2006 02:33:34 by 2H4
Where Will NWA Use The 787? posted Sat Aug 5 2006 13:53:13 by DTW757
Is NWA Safe?, Box Truck I Saw Yesterday posted Sun Jul 23 2006 20:31:28 by Falstaff
Where Is G-VBUS? posted Sat Jul 15 2006 16:56:31 by Carledwards
Where Is Willi? Easy! posted Sat Jul 15 2006 11:35:30 by Lamedianaranja
Where Is My Seat? posted Tue May 16 2006 07:20:35 by AZA330
Where Is Wunala Dreaming ATM? posted Tue May 9 2006 20:56:10 by Access-Air