yuriMarch 20, 2011, 11:27am
Professional pilots are generally overpaid (I know I was) until a "situation" arises then we are worth 10 times that.
Another earthquake saga….
I'm currently still in one piece, writing from my room in the Tokyo/Narita
crew
hotel. It's 8am. This is my inaugural trans-pacific trip as a brand new,
recently checked out, international 767 Captain and it has been interesting,
to say the least, so far. I've crossed the Atlantic three times so far so
the
ocean crossing procedures were familiar.
By the way, stunning scenery flying over the Aleutian Islands. Everything
was
going fine until 100 miles out from Tokyo and in the descent for arrival.
The
first indication of any trouble was that Japan air traffic control
started putting
everyone into holding patterns. At first we thought it was usual congestion
on
arrival. Then we got a company data link message advising about the
earthquake, followed by another stating Narita airport was temporarily
closed
for inspection and expected to open shortly (the company is always so
positive).
From our perspective things were obviously looking a little different. The
Japanese controller's anxiety level seemed quite high and he said expect
"indefinite" holding time. No one would commit to a time frame on that so I
got my copilot and relief pilot busy looking at divert stations and our fuel
situation, which, after an ocean crossing is typically low.
It wasn't long, maybe ten minutes, before the first pilots started
requesting
diversions to other airports. Air Canada, American, United, etc. all
reporting
minimal fuel situations. I still had enough fuel for 1.5 to 2.0 hours
of holding.
Needless to say, the diverts started complicating the situation.
Japan air traffic control then announced Narita was closed indefinitely due
to
damage. Planes immediately started requesting arrivals into Haneada, near
Tokyo, a half dozen JAL and western planes got clearance in that direction
but then ATC announced Haenada had just closed. Uh oh! Now instead of
just holding, we all had to start looking at more distant alternatives like
Osaka, or Nagoya.
One bad thing about a large airliner is that you can't just be-bop
into any little
airport. We generally need lots of runway. With more planes piling in from
both east and west, all needing a place to land and several now fuel
critical
ATC was getting over-whelmed. In the scramble, and without waiting for my
fuel to get critical, I got my flight a clearance to head for Nagoya, fuel
situation still okay. So far so good. A few minutes into heading that way, I
was "ordered" by ATC to reverse course. Nagoya was saturated with traffic
and unable to handle more planes (read- airport full). Ditto for Osaka.
With that statement, my situation went instantly from fuel okay, to fuel
minimal considering we might have to divert a much farther distance.
Multiply
my situation by a dozen other aircraft all in the same boat, all making
demands, requests and threats to ATC for clearances somewhere. Air
Canada and then someone else went to "emergency" fuel situation. Planes
started to heading for air force bases. The nearest to Tokyo was Yokoda
AFB. I threw my hat in the ring for that initially. The answer - Yokoda
closed!
no more space.
By now it was a three ring circus in the cockpit, my copilot on the radios,
me
flying and making decisions and the relief copilot buried in the air charts
trying to figure out where to go that was within range while data link
messages were flying back and forth between us and company dispatch in
Atlanta. I picked Misawa AFB at the north end of Honshu island. We could
get there with minimal fuel remaining. ATC was happy to get rid of us so we
cleared out of the maelstrom of the Tokyo region. We heard ATC try to send
planes toward Sendai, a small regional airport on the coast which was later
the one I think that got flooded by a tsunami.
Atlanta dispatch then sent us a message asking if we could continue to
Chitose airport on the Island of Hokkaido, north of Honshu. Other Delta
planes were heading that way. More scrambling in the cockpit - check
weather, check charts, check fuel, okay. We could still make it and not be
going into a fuel critical situation ... if we had no other fuel delays. As
we
approached Misawa we got clearance to continue to Chitose. Critical
decision thought process. Let's see - trying to help company - plane
overflies
perfectly good divert airport for one farther away...wonder how that will
look
in the safety report, if anything goes wrong.
Suddenly ATC comes up and gives us a vector to a fix well short of Chitose
and tells us to standby for holding instructions. Nightmare realized.
Situation
rapidly deteriorating. After initially holding near Tokyo, starting a divert
to
Nagoya, reversing course back to Tokyo then to re-diverting north toward
Misawa, all that happy fuel reserve that I had was vaporizing fast. My
subsequent conversation, paraphrased of course...., went something like
this:
"Sapparo Control - Delta XX requesting immediate clearance direct to
Chitose, minimum fuel, unable hold."
"Negative Ghost-Rider, the Pattern is full" <<< top gun quote <<<
"Sapparo Control - make that - Delta XX declaring emergency, low fuel,
proceeding direct Chitose"
"Roger Delta XX, understood, you are cleared direct to Chitose, contact
Chitose approach....etc...."
Enough was enough, I had decided to preempt actually running critically low
on fuel while in another indefinite holding pattern, especially after
bypassing
Misawa, and played my last ace...declaring an emergency. The problem with
that is now I have a bit of company paperwork to do but what the heck.
As it was - landed Chitose, safe, with at least 30 minutes of fuel remaining
before reaching a "true" fuel emergency situation. That's always a good
feeling, being safe. They taxied us off to some remote parking area where
we shut down and watched a half dozen or more other airplanes come
streaming in. In the end, Delta had two 747s, my 767 and another 767 and a
777 all on the ramp at Chitose. We saw two American airlines planes, a
United and two Air Canada as well. Not to mention several extra Al Nippon
and Japan Air Lines planes.
Post-script - 9 hours later, Japan airlines finally got around to getting a
boarding ladder to the plane where we were able to get off and clear
customs. - that however, is another interesting story.
By the way - while writing this - I have felt four additional tremors that
shook
the hotel slightly - all in 45 minutes.
Cheers,
=
------------------------------------
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--
To each is given a book of rules, a lump of clay, and a box of tools and each must make, ere life has flown, a stumbling block or a stepping stone.
Tom Mathes Sr. 1974
Reply
Forward
Tom Mathes
Very interesting
7:02 PM (11 hours ago)
Reply
|
Mick Boyce
to me
show details 5:50 AM (31 minutes ago)
Faaaaaaaaaaaaaaaark that for a joke
- Show quoted text -
----- Original Message -----
From: Tom Mathes
To: Wayne Walker ; Jim Hail ; Jill Burt ; jetace737 Mckee ; Mike Jones ; Mick ; John Langston
Sent: Sunday, March 20, 2011 10:02 AM
Subject: Fwd: [A084Experimenters] Fw: Fw: Airline Captain reports flying to Japan
Very interesting
---------- Forwarded message ----------
From: Jim Foreman <jimfore@cox.net>
Date: Sat, Mar 19, 2011 at 6:22 PM
Subject: [A084Experimenters] Fw: Fw: Airline Captain reports flying to Japan
To: Undisclosd List <jimfore@cox.net>
----- Original Message -----
From: "George Powell" <gpowell126@gmail.com>
Subject: Fwd: Fw: Airline Captain reports flying to Japan
Delta:Airlines Captain flying to Japan
Another earthquake saga….
I'm currently still in one piece, writing from my room in the Tokyo/Narita
crew
hotel. It's 8am. This is my inaugural trans-pacific trip as a brand new,
recently checked out, international 767 Captain and it has been interesting,
to say the least, so far. I've crossed the Atlantic three times so far so
the
ocean crossing procedures were familiar.
By the way, stunning scenery flying over the Aleutian Islands. Everything
was
going fine until 100 miles out from Tokyo and in the descent for arrival.
The
first indication of any trouble was that Japan air traffic control
started putting
everyone into holding patterns. At first we thought it was usual congestion
on
arrival. Then we got a company data link message advising about the
earthquake, followed by another stating Narita airport was temporarily
closed
for inspection and expected to open shortly (the company is always so
positive).
From our perspective things were obviously looking a little different. The
Japanese controller's anxiety level seemed quite high and he said expect
"indefinite" holding time. No one would commit to a time frame on that so I
got my copilot and relief pilot busy looking at divert stations and our fuel
situation, which, after an ocean crossing is typically low.
It wasn't long, maybe ten minutes, before the first pilots started
requesting
diversions to other airports. Air Canada, American, United, etc. all
reporting
minimal fuel situations. I still had enough fuel for 1.5 to 2.0 hours
of holding.
Needless to say, the diverts started complicating the situation.
Japan air traffic control then announced Narita was closed indefinitely due
to
damage. Planes immediately started requesting arrivals into Haneada, near
Tokyo, a half dozen JAL and western planes got clearance in that direction
but then ATC announced Haenada had just closed. Uh oh! Now instead of
just holding, we all had to start looking at more distant alternatives like
Osaka, or Nagoya.
One bad thing about a large airliner is that you can't just be-bop
into any little
airport. We generally need lots of runway. With more planes piling in from
both east and west, all needing a place to land and several now fuel
critical
ATC was getting over-whelmed. In the scramble, and without waiting for my
fuel to get critical, I got my flight a clearance to head for Nagoya, fuel
situation still okay. So far so good. A few minutes into heading that way, I
was "ordered" by ATC to reverse course. Nagoya was saturated with traffic
and unable to handle more planes (read- airport full). Ditto for Osaka.
With that statement, my situation went instantly from fuel okay, to fuel
minimal considering we might have to divert a much farther distance.
Multiply
my situation by a dozen other aircraft all in the same boat, all making
demands, requests and threats to ATC for clearances somewhere. Air
Canada and then someone else went to "emergency" fuel situation. Planes
started to heading for air force bases. The nearest to Tokyo was Yokoda
AFB. I threw my hat in the ring for that initially. The answer - Yokoda
closed!
no more space.
By now it was a three ring circus in the cockpit, my copilot on the radios,
me
flying and making decisions and the relief copilot buried in the air charts
trying to figure out where to go that was within range while data link
messages were flying back and forth between us and company dispatch in
Atlanta. I picked Misawa AFB at the north end of Honshu island. We could
get there with minimal fuel remaining. ATC was happy to get rid of us so we
cleared out of the maelstrom of the Tokyo region. We heard ATC try to send
planes toward Sendai, a small regional airport on the coast which was later
the one I think that got flooded by a tsunami.
Atlanta dispatch then sent us a message asking if we could continue to
Chitose airport on the Island of Hokkaido, north of Honshu. Other Delta
planes were heading that way. More scrambling in the cockpit - check
weather, check charts, check fuel, okay. We could still make it and not be
going into a fuel critical situation ... if we had no other fuel delays. As
we
approached Misawa we got clearance to continue to Chitose. Critical
decision thought process. Let's see - trying to help company - plane
overflies
perfectly good divert airport for one farther away...wonder how that will
look
in the safety report, if anything goes wrong.
Suddenly ATC comes up and gives us a vector to a fix well short of Chitose
and tells us to standby for holding instructions. Nightmare realized.
Situation
rapidly deteriorating. After initially holding near Tokyo, starting a divert
to
Nagoya, reversing course back to Tokyo then to re-diverting north toward
Misawa, all that happy fuel reserve that I had was vaporizing fast. My
subsequent conversation, paraphrased of course...., went something like
this:
"Sapparo Control - Delta XX requesting immediate clearance direct to
Chitose, minimum fuel, unable hold."
"Negative Ghost-Rider, the Pattern is full" <<< top gun quote <<<
"Sapparo Control - make that - Delta XX declaring emergency, low fuel,
proceeding direct Chitose"
"Roger Delta XX, understood, you are cleared direct to Chitose, contact
Chitose approach....etc...."
Enough was enough, I had decided to preempt actually running critically low
on fuel while in another indefinite holding pattern, especially after
bypassing
Misawa, and played my last ace...declaring an emergency. The problem with
that is now I have a bit of company paperwork to do but what the heck.
As it was - landed Chitose, safe, with at least 30 minutes of fuel remaining
before reaching a "true" fuel emergency situation. That's always a good
feeling, being safe. They taxied us off to some remote parking area where
we shut down and watched a half dozen or more other airplanes come
streaming in. In the end, Delta had two 747s, my 767 and another 767 and a
777 all on the ramp at Chitose. We saw two American airlines planes, a
United and two Air Canada as well. Not to mention several extra Al Nippon
and Japan Air Lines planes.
Post-script - 9 hours later, Japan airlines finally got around to getting a
boarding ladder to the plane where we were able to get off and clear
customs. - that however, is another interesting story.
By the way - while writing this - I have felt four additional tremors that
shook
the hotel slightly - all in 45 minutes.
Cheers,
=
------------------------------------
Yahoo
--
To each is given a book of rules, a lump of clay, and a box of tools and each must make, ere life has flown, a stumbling block or a stepping stone.
Tom Mathes Sr. 1974
Rg - Google Home
Another earthquake saga….
I'm currently still in one piece, writing from my room in the Tokyo/Narita
crew
hotel. It's 8am. This is my inaugural trans-pacific trip as a brand new,
recently checked out, international 767 Captain and it has been interesting,
to say the least, so far. I've crossed the Atlantic three times so far so
the
ocean crossing procedures were familiar.
By the way, stunning scenery flying over the Aleutian Islands. Everything
was
going fine until 100 miles out from Tokyo and in the descent for arrival.
The
first indication of any trouble was that Japan air traffic control
started putting
everyone into holding patterns. At first we thought it was usual congestion
on
arrival. Then we got a company data link message advising about the
earthquake, followed by another stating Narita airport was temporarily
closed
for inspection and expected to open shortly (the company is always so
positive).
From our perspective things were obviously looking a little different. The
Japanese controller's anxiety level seemed quite high and he said expect
"indefinite" holding time. No one would commit to a time frame on that so I
got my copilot and relief pilot busy looking at divert stations and our fuel
situation, which, after an ocean crossing is typically low.
It wasn't long, maybe ten minutes, before the first pilots started
requesting
diversions to other airports. Air Canada, American, United, etc. all
reporting
minimal fuel situations. I still had enough fuel for 1.5 to 2.0 hours
of holding.
Needless to say, the diverts started complicating the situation.
Japan air traffic control then announced Narita was closed indefinitely due
to
damage. Planes immediately started requesting arrivals into Haneada, near
Tokyo, a half dozen JAL and western planes got clearance in that direction
but then ATC announced Haenada had just closed. Uh oh! Now instead of
just holding, we all had to start looking at more distant alternatives like
Osaka, or Nagoya.
One bad thing about a large airliner is that you can't just be-bop
into any little
airport. We generally need lots of runway. With more planes piling in from
both east and west, all needing a place to land and several now fuel
critical
ATC was getting over-whelmed. In the scramble, and without waiting for my
fuel to get critical, I got my flight a clearance to head for Nagoya, fuel
situation still okay. So far so good. A few minutes into heading that way, I
was "ordered" by ATC to reverse course. Nagoya was saturated with traffic
and unable to handle more planes (read- airport full). Ditto for Osaka.
With that statement, my situation went instantly from fuel okay, to fuel
minimal considering we might have to divert a much farther distance.
Multiply
my situation by a dozen other aircraft all in the same boat, all making
demands, requests and threats to ATC for clearances somewhere. Air
Canada and then someone else went to "emergency" fuel situation. Planes
started to heading for air force bases. The nearest to Tokyo was Yokoda
AFB. I threw my hat in the ring for that initially. The answer - Yokoda
closed!
no more space.
By now it was a three ring circus in the cockpit, my copilot on the radios,
me
flying and making decisions and the relief copilot buried in the air charts
trying to figure out where to go that was within range while data link
messages were flying back and forth between us and company dispatch in
Atlanta. I picked Misawa AFB at the north end of Honshu island. We could
get there with minimal fuel remaining. ATC was happy to get rid of us so we
cleared out of the maelstrom of the Tokyo region. We heard ATC try to send
planes toward Sendai, a small regional airport on the coast which was later
the one I think that got flooded by a tsunami.
Atlanta dispatch then sent us a message asking if we could continue to
Chitose airport on the Island of Hokkaido, north of Honshu. Other Delta
planes were heading that way. More scrambling in the cockpit - check
weather, check charts, check fuel, okay. We could still make it and not be
going into a fuel critical situation ... if we had no other fuel delays. As
we
approached Misawa we got clearance to continue to Chitose. Critical
decision thought process. Let's see - trying to help company - plane
overflies
perfectly good divert airport for one farther away...wonder how that will
look
in the safety report, if anything goes wrong.
Suddenly ATC comes up and gives us a vector to a fix well short of Chitose
and tells us to standby for holding instructions. Nightmare realized.
Situation
rapidly deteriorating. After initially holding near Tokyo, starting a divert
to
Nagoya, reversing course back to Tokyo then to re-diverting north toward
Misawa, all that happy fuel reserve that I had was vaporizing fast. My
subsequent conversation, paraphrased of course...., went something like
this:
"Sapparo Control - Delta XX requesting immediate clearance direct to
Chitose, minimum fuel, unable hold."
"Negative Ghost-Rider, the Pattern is full" <<< top gun quote <<<
"Sapparo Control - make that - Delta XX declaring emergency, low fuel,
proceeding direct Chitose"
"Roger Delta XX, understood, you are cleared direct to Chitose, contact
Chitose approach....etc...."
Enough was enough, I had decided to preempt actually running critically low
on fuel while in another indefinite holding pattern, especially after
bypassing
Misawa, and played my last ace...declaring an emergency. The problem with
that is now I have a bit of company paperwork to do but what the heck.
As it was - landed Chitose, safe, with at least 30 minutes of fuel remaining
before reaching a "true" fuel emergency situation. That's always a good
feeling, being safe. They taxied us off to some remote parking area where
we shut down and watched a half dozen or more other airplanes come
streaming in. In the end, Delta had two 747s, my 767 and another 767 and a
777 all on the ramp at Chitose. We saw two American airlines planes, a
United and two Air Canada as well. Not to mention several extra Al Nippon
and Japan Air Lines planes.
Post-script - 9 hours later, Japan airlines finally got around to getting a
boarding ladder to the plane where we were able to get off and clear
customs. - that however, is another interesting story.
By the way - while writing this - I have felt four additional tremors that
shook
the hotel slightly - all in 45 minutes.
Cheers,
=
------------------------------------
Yahoo! Groups Links
<*> To visit your group on the web, go to:
http://groups.yahoo.com/group/A084Experimenters/
<*> Your email settings:
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<*> To change settings online go to:
http://groups.yahoo.com/group/A084Experimenters/join
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--
To each is given a book of rules, a lump of clay, and a box of tools and each must make, ere life has flown, a stumbling block or a stepping stone.
Tom Mathes Sr. 1974
Reply
Forward
Tom Mathes
Very interesting
7:02 PM (11 hours ago)
Reply
|
Mick Boyce
to me
show details 5:50 AM (31 minutes ago)
Faaaaaaaaaaaaaaaark that for a joke
- Show quoted text -
----- Original Message -----
From: Tom Mathes
To: Wayne Walker ; Jim Hail ; Jill Burt ; jetace737 Mckee ; Mike Jones ; Mick ; John Langston
Sent: Sunday, March 20, 2011 10:02 AM
Subject: Fwd: [A084Experimenters] Fw: Fw: Airline Captain reports flying to Japan
Very interesting
---------- Forwarded message ----------
From: Jim Foreman <jimfore@cox.net>
Date: Sat, Mar 19, 2011 at 6:22 PM
Subject: [A084Experimenters] Fw: Fw: Airline Captain reports flying to Japan
To: Undisclosd List <jimfore@cox.net>
----- Original Message -----
From: "George Powell" <gpowell126@gmail.com>
Subject: Fwd: Fw: Airline Captain reports flying to Japan
Delta:Airlines Captain flying to Japan
Another earthquake saga….
I'm currently still in one piece, writing from my room in the Tokyo/Narita
crew
hotel. It's 8am. This is my inaugural trans-pacific trip as a brand new,
recently checked out, international 767 Captain and it has been interesting,
to say the least, so far. I've crossed the Atlantic three times so far so
the
ocean crossing procedures were familiar.
By the way, stunning scenery flying over the Aleutian Islands. Everything
was
going fine until 100 miles out from Tokyo and in the descent for arrival.
The
first indication of any trouble was that Japan air traffic control
started putting
everyone into holding patterns. At first we thought it was usual congestion
on
arrival. Then we got a company data link message advising about the
earthquake, followed by another stating Narita airport was temporarily
closed
for inspection and expected to open shortly (the company is always so
positive).
From our perspective things were obviously looking a little different. The
Japanese controller's anxiety level seemed quite high and he said expect
"indefinite" holding time. No one would commit to a time frame on that so I
got my copilot and relief pilot busy looking at divert stations and our fuel
situation, which, after an ocean crossing is typically low.
It wasn't long, maybe ten minutes, before the first pilots started
requesting
diversions to other airports. Air Canada, American, United, etc. all
reporting
minimal fuel situations. I still had enough fuel for 1.5 to 2.0 hours
of holding.
Needless to say, the diverts started complicating the situation.
Japan air traffic control then announced Narita was closed indefinitely due
to
damage. Planes immediately started requesting arrivals into Haneada, near
Tokyo, a half dozen JAL and western planes got clearance in that direction
but then ATC announced Haenada had just closed. Uh oh! Now instead of
just holding, we all had to start looking at more distant alternatives like
Osaka, or Nagoya.
One bad thing about a large airliner is that you can't just be-bop
into any little
airport. We generally need lots of runway. With more planes piling in from
both east and west, all needing a place to land and several now fuel
critical
ATC was getting over-whelmed. In the scramble, and without waiting for my
fuel to get critical, I got my flight a clearance to head for Nagoya, fuel
situation still okay. So far so good. A few minutes into heading that way, I
was "ordered" by ATC to reverse course. Nagoya was saturated with traffic
and unable to handle more planes (read- airport full). Ditto for Osaka.
With that statement, my situation went instantly from fuel okay, to fuel
minimal considering we might have to divert a much farther distance.
Multiply
my situation by a dozen other aircraft all in the same boat, all making
demands, requests and threats to ATC for clearances somewhere. Air
Canada and then someone else went to "emergency" fuel situation. Planes
started to heading for air force bases. The nearest to Tokyo was Yokoda
AFB. I threw my hat in the ring for that initially. The answer - Yokoda
closed!
no more space.
By now it was a three ring circus in the cockpit, my copilot on the radios,
me
flying and making decisions and the relief copilot buried in the air charts
trying to figure out where to go that was within range while data link
messages were flying back and forth between us and company dispatch in
Atlanta. I picked Misawa AFB at the north end of Honshu island. We could
get there with minimal fuel remaining. ATC was happy to get rid of us so we
cleared out of the maelstrom of the Tokyo region. We heard ATC try to send
planes toward Sendai, a small regional airport on the coast which was later
the one I think that got flooded by a tsunami.
Atlanta dispatch then sent us a message asking if we could continue to
Chitose airport on the Island of Hokkaido, north of Honshu. Other Delta
planes were heading that way. More scrambling in the cockpit - check
weather, check charts, check fuel, okay. We could still make it and not be
going into a fuel critical situation ... if we had no other fuel delays. As
we
approached Misawa we got clearance to continue to Chitose. Critical
decision thought process. Let's see - trying to help company - plane
overflies
perfectly good divert airport for one farther away...wonder how that will
look
in the safety report, if anything goes wrong.
Suddenly ATC comes up and gives us a vector to a fix well short of Chitose
and tells us to standby for holding instructions. Nightmare realized.
Situation
rapidly deteriorating. After initially holding near Tokyo, starting a divert
to
Nagoya, reversing course back to Tokyo then to re-diverting north toward
Misawa, all that happy fuel reserve that I had was vaporizing fast. My
subsequent conversation, paraphrased of course...., went something like
this:
"Sapparo Control - Delta XX requesting immediate clearance direct to
Chitose, minimum fuel, unable hold."
"Negative Ghost-Rider, the Pattern is full" <<< top gun quote <<<
"Sapparo Control - make that - Delta XX declaring emergency, low fuel,
proceeding direct Chitose"
"Roger Delta XX, understood, you are cleared direct to Chitose, contact
Chitose approach....etc...."
Enough was enough, I had decided to preempt actually running critically low
on fuel while in another indefinite holding pattern, especially after
bypassing
Misawa, and played my last ace...declaring an emergency. The problem with
that is now I have a bit of company paperwork to do but what the heck.
As it was - landed Chitose, safe, with at least 30 minutes of fuel remaining
before reaching a "true" fuel emergency situation. That's always a good
feeling, being safe. They taxied us off to some remote parking area where
we shut down and watched a half dozen or more other airplanes come
streaming in. In the end, Delta had two 747s, my 767 and another 767 and a
777 all on the ramp at Chitose. We saw two American airlines planes, a
United and two Air Canada as well. Not to mention several extra Al Nippon
and Japan Air Lines planes.
Post-script - 9 hours later, Japan airlines finally got around to getting a
boarding ladder to the plane where we were able to get off and clear
customs. - that however, is another interesting story.
By the way - while writing this - I have felt four additional tremors that
shook
the hotel slightly - all in 45 minutes.
Cheers,
=
------------------------------------
Yahoo
--
To each is given a book of rules, a lump of clay, and a box of tools and each must make, ere life has flown, a stumbling block or a stepping stone.
Tom Mathes Sr. 1974
Rg - Google Home