Why are sketchy ferry operators first on my mind?
There’s probably more to this story.
- Who installed the tank and was this person qualified to do so?
- Was a test flight performed to test the system.
- Did they continue till it was out of fuel or did they discover the problem early and diligently worked to communicate and do a controlled ditching close to shipping routes?
Surviving a pilot induced accident is not good “airmanship”.
Thats why I’d be interested in the whole story which we’ll probably never hear.
I’m thinking that the Honolulu FSDO has jurisdiction.
As far as insurance, as underwriter I’d be interested in the above also.
Pilatus website shows 1800NM range with 4 pax and IFR reserves.
We’ll call that even with 2 crew and gear.
Thats at FL300 though.
https://www.pilatus-aircraft.com/en/fly/pc-12
This time of year the winds are truly
HOWLING at altitude, jetstream from West to East.
At FL300 you’d probably have a ground speed of 100kts if you pick the wrong day.
Distance to fly was give or take 2500NM.
Thats 4 hrs extra fuel required.
Did they have a Point of no Return calculated?
As in the ferry tank needs to work by this point or we’re going back?
You should start transfer as soon as there’s room in the Main tanks.
Keep them full so you keep your 1800 airmiles range.