Very Good Post ITCZ,
I have a little story myself related to your own operation. I was rung up one evening/morning in Darwin at 230am by my boss, it was raining cats and dogs outside. The request was " Alice C210 now Paper Run for ***** 345am departure can you do it?", thought I was dreaming so I hung up , then the phone rung again " Comeon man your the only guy Ive got left, the rest just got back from Rourkes" . I replied "Ok I ll go".
Got to the airport, the other Pilot from***** was there he said he'd help me plan and load etc. Still raining cats and dogs. Did the plan found out that between Tennant and Katherine was over 2 hrs without a fix and had no DME or approved GPS. So rang the boss and said got to do it in the C402 because:
1. what I just said and
2. The Baron didnt have the payload with the holding requirements.Even less than the C210 payload with same holding requirements.
Was relieved a little as I didnt fancy flogging a single 700odd miles in the dark in #### weather.
I dont know how you guys did that run ITCZ and to think a company did it in C182s at one stage.
Loaded the Aircraft transfered the freight from ***** C210 to my C402B ( MARKEDLY performance difference to a C402C I might add)
Noticed the ****** C210 was some damage around the lowered cowl, I asked what happened the Pilot said to me. I had an Engine Fire 15 minutes out of Darwin. I stood in disbelief, on a night like this, I thought, count your lucky stars. His story is another one, back to mine anyway.
So taxied the weather was still average with strong winds but the ATIS and TAFS etc were ok so I proceeded to taxi got to the holding point the controller asked me of all things " ABC unable to see outside at the moment due rain do you have requireed RVR or 2000 m 300 . I gauged the vis in the runway lighting 3500m and the ceiling according to the ATIS was 600 so that was in tolerance. Also above the R29ILS Minima I might allways take that into consideration too guys.
Well everyone must be thinking does this guy know Murphys Law?
Anyway the departure was a bit of a washing machine depature a bit like ITCZs elegantly described one. Had sink rate of around 100-50 feet a minute maitained Vx until under control with a good positive climb then accelerated to normal climb, (been awhile since C402b have no book speeds where I am excuse me). No problems really, as departing runway 29 at Darwin once youve past around 1DME its all Arafura sea and if you maintain the SID you have no problem.
Rules to remmember in a sink rate (ie.microburst or whatever)
1. Speeds as ITCZ said have them fresh
2. Attitude to get those speeds have them fresh
3. Alllways keep the aircraft on the intended flight path
within reason re-evaluating if necessary.
4. Full power, if Turbo charged to the limits, then if no joy Firewall it.
If persay the outcome was the worst possible atleast the BASI officers or who ever it is these days, would see you Throttles would be in the right position.
Now back to the C210 well after chatting to the lucky Pilot. He described his ordeal as a Miracle. It had got below minimas at Darwin after his departure, so was radar vectored onto final with an Engine on fire and partial power. Not sure what gave way in the donk, but he has to count his lucky stars.
Anyway thats it
Regards
Sheep
P.S. Moral to the story if ya Boss rings you up in similair conditions, switch ya phone off.
