Cape Air down again yesterday
Cape Air flights to the CNMI were cancelled yesterday, with United Airlines fielding a jet plane to accommodate passengers.
According to flightstats.com, flights scheduled to the Saipan International Airport at 3:35am, 7:30am, and 8:05am were cancelled yesterday.
When asked for details, United Corporate Communications released the following statement:
“In response to the cancellations of all of Cape Air flights on Feb. 25, United has decided to operate extra flights using a Boeing 737-800 aircraft to accommodate the affected passengers in Guam and Saipan. UA2107 is scheduled to depart Guam on Feb. 25 at 8pm and is expected to arrive on Saipan at 8:40pm. UA2108 is scheduled to depart Saipan on Feb. 25 at 9:30pm and is scheduled to arrive on Guam at 10:10pm. We regret any inconvenience experienced by our customers.”
Saipan Tribune last reported two days of cancelled flights last month. United did not say if this week’s flight cancellations would continue into tomorrow.
A reason for flight cancellation of all Cape Air flights was not given.
Swaths of flights were cancelled during the middle months of last year largely due to technical issues. United flew accommodating flights during this time as well.
Why is this airlines still allowed to “exist” in this area? They seems to always have an exsessive amount of down time in spite of the earlier excuses that their plane(s) have been ongoing major maintenance.
I thought that they are required to maintain a specific on time schedule.
Buenas Captain,
Having an airline company is a costly proposition. Vital components on any given airplane had to be replace on or before it exceed a certain time. Such scenario with only one A/C in service would equate to more down time. And the removal and replacement or R/R process cost money.
Si Yu’us Ma’ase
I understand the FAA regs in regards to aircraft maintenance as related to the specific class of airplane as I am a pilot and also have have owned various planes over the years. (not now)
This thing with Cape Fear has been going on ever since ever.
From the beginning I cannot remember them ever keeping to their schedule for any length of time.
Without being able to check, I would not be surprised if they ever made it one month without canceling flights. (adverse weather not included)
I am questioning the inability of this company to be able to maintain their flight schedule and if they are in violation of their certificate.
There is so many regs that I do not have the time to go through and search out a violation by their failures to maintain a schedule. It also may seem like their maintenance crew leaves a lot to be desired.
In other places in the world they would have had their certificate pulled a long time ago.
BTW, recently United came under scrutiny by the FAA as they have had so many “close calls” that United had to issue a two page letter to all pilots and maintenance crews.
Many things such as near collisions, almost running out of fuel, (pilots forgetting to turn on the fuel from other tanks)
Engines cowling coming off on takeoff and disabling the engine.
Flap bolt that were recently installed backing off due to the “locks” not installed on the nut. In one case when the flaps were retracted after landing and the Boeing was taxing to the gate the wing caught fire due to the retraction of the flaps pushing the loose bolt into and puncturing the fuel line which sent fuel running onto the hot engine.
The list goes on and on. (CNN Asia in depth report, 2/23/15)
Buenas Captain,
Wow! So you are both a boat and an air plane captain. You had been around and that is why I look forward what you have to say each and everyday on this blog.
I used to love taking United Airline to our island chain, but after getting stuck at the Guam International for four days last year en route to the CNMI, I am not sure if I am going to book myself on any United flights in the near future.
Si Yu’us Ma’ase
It is so sad that we all do not have much choice on our direct lights to other areas and especially getting between Guam and Saipan.
How many wasted hours have so many of us spent attempting to get home after traveling only three hours from place such as the Phil. and then have to wait for a connected flight from Guam to Saipan for many times, as scheduled, 13 hours, THEN the flight is cancelled.
The other problem is the on Star to Tinian from Saipan. (which is much less stressing, even if having to wait)
This is very difficult for us along with our little ones traveling such as my grandchildren or my adopted ones.
BTW bet be careful with comment on MV as if you make comment against Zaldy editorials, or against his incompetent reporters (not all are so) or you disagree with him and also prove him wrong, he will block you from the comment section.
Have you noticed that many of the of the old names that have been there since the inception of the comment section have disappeared and have not seen any comments on the articles, (myself included)
but also is evident that they have changed names as their comment still tend to follow their styles and beliefs.
Have a nice day
I have towed barges operating a tug. with double and single tows.
There is not enough space here to go into specific details as all circumstaces has to do with the size and weight of any towed vessel along with the horspower and capacity of the towing vessel along with the sea conditions.
A rule of thumb is to make sure that the vessel being towed is on the back of the crest of the wave.
You do not want the towed vessel to be surfing down the front of the wave so it can run into the back of the towing vessel.
Also you do not want to have it surf down a wave and “broach” (turn over) .
This also goes with the towing vessel .
All has to do with the towing speed and ocean conditions.
A towline has to be constantly watched and length constantly adjust along with the towing speed in relation to sea conditions and directions of tow.
If this is a small vessel being towed by another, and depending on sea conditions and direction of travel in regards to the prevailing seas, it may be possible to have the tow on the back of the fifth wave.
Try and direct you travel at angles to the seas, even if you have to take a zig zag course and more time to get safely to your destination.
BTW, most small vesels (even larger ones) does not have the cleat integrety for being towed.
Basically the cleat will not stand up to a tow in open ocean as it does not have the proper fastening to the deck with proper backing and bolt size and through deck nut and bolts.
Most will break out as it cannot stand the strain from the ocean and the tow.
Best attache a line to the bow cleat and also continue the line back to each sponson (side) cleat and stern cleat in a type of harness to insure that if one cleat breaks that you do not lose the vessel being towed and also the line does not whip back on to your towing deck and decapitate or cut a crew member in half.
I hope this helps but sea conditions vary and there is no real standard except be safe and watch and use common sense.
Buenas Captain,
Thanks for the valuable information you had provided me and I would follow your advice above relating to double securing the tow line while in tow.
We used to tow a trophy (18 footer) to the Northern Islands during our fishing expeditions and we used only the bow cleat. And it never done in our minds that the boat bow cleat may fail and it never did fail on us.
What is your take on towing a 16 footer (72 Kona) speed boat behind a 30 footer to 32 footer sail boat (Blue Water) five thousand nautical miles plus or minus. The purpose of such scenario is to use the speed boat to tow the sail boat when there is no wind to propel the sail boat and the sea is calm. Also, to have the opportunity to reach further inland that the sail boat may not have access (atolls). I have the luxury or all the time when to reach my final destination. I am willing to take up to two years or more to reach my final destination.
Thanks Captain for the important information that you had given or provided me.
Si Yu’us Ma’ase
When I was in the CG, I was at a small boat station. Our main job was to provide assistance to recreational boats.
We were taught that the best way to tow small boats was with the trailer/towing eye. It is usually more reinforced than deck cleats…also, because the towline’s force is closer to the water line (when attached to the eye bolt), less strain is needed to move the tow through the water. (Think force vectors)
I’ve never towed a boat that distance though, so I would definitely inspect the hardware regularly. I also like Captain’s idea of using all the deck cleats to make a type of harness. I don’t know how your deck is set up, but I’d try to use several pennants attached to a single hawser so that loosing one deck fitting doesn’t lead to the loss of more.
As far as towing astern on open water goes, we were taught to keep the tow line long enough to ensure (1) that a nice, long catenary stayed in the water (prevents shock forces) and (2) that both vessels were “in step” climbing or going down waves at the same time. This also prevents shock forces on the line and the deck fittings.
Sounds like you are planning an epic trip!