Seneca V Crash
Join Date: Jun 2002
Location: Wor Yerm
Age: 68
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
This guy remains a priceless source of entertainment. I think the best bit is the moniker "Captain", something that is only used by.... Unless of course, this guy has some heavy jet time...
May the thread continue...
PM
May the thread continue...
PM
Join Date: Jul 2007
Location: somewhere
Posts: 357
Likes: 0
Received 0 Likes
on
0 Posts
I think the best bit is the moniker "Captain", something that is only used by.... Unless of course, this guy has some heavy jet time...
Just curious...
DK
Join Date: Mar 2014
Location: Way north
Age: 47
Posts: 497
Likes: 0
Received 0 Likes
on
0 Posts
I remember this one very well.
Radarvectors couldn't be given, there's no radar, ADB-B is being implemented by Gander at the moment, available in the southern part of Greenland, and the aircraft was routing straight towards BGBW anyway.
A couple of days later we had a similar "situation", unaccounted for headwind, this time with an aircraft with pontons. Were able to get him into Grønnedal and land on the fiord safely, refuel at Grønnedal and continue onward.
Greenland is not a place where you want to go, without doing your flightplanning properly. You should see the number of pins on the chart RCC used to have.
Radarvectors couldn't be given, there's no radar, ADB-B is being implemented by Gander at the moment, available in the southern part of Greenland, and the aircraft was routing straight towards BGBW anyway.
A couple of days later we had a similar "situation", unaccounted for headwind, this time with an aircraft with pontons. Were able to get him into Grønnedal and land on the fiord safely, refuel at Grønnedal and continue onward.
Greenland is not a place where you want to go, without doing your flightplanning properly. You should see the number of pins on the chart RCC used to have.
Join Date: May 2006
Location: Humberside
Age: 58
Posts: 1,265
Likes: 0
Received 0 Likes
on
0 Posts
Still Active
Well he still appears to be getting the business despite his presence and reputation.
This guy appears to have done some movements for him in recent times albeit smaller aircraft.
Search Adventures
There may be some truth to the French guy stating Quimper LFRQ is his home base.
I am aware of an aircraft that was recently abandoned there and funds not being returned.
This guy appears to have done some movements for him in recent times albeit smaller aircraft.
Search Adventures
There may be some truth to the French guy stating Quimper LFRQ is his home base.
I am aware of an aircraft that was recently abandoned there and funds not being returned.
I wonder who the ferry pilot of this Meridian was? Seems like lessons aren't being learnt.
Join Date: Jun 2002
Location: Wor Yerm
Age: 68
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Drag King - it's not the tonnage, it's the requirement for multi crew. Whilst the pilot of a single pilot aircraft is certainly the commander it is pretentious to call yourself "Captain". You are only in charge of yourself. It also implies a broader experience level and even then, you are only a captain whilst working. Lastly, whenever an individual uses the title "Captain" I get an uneasy feeling about that person's competence. To date, my gut instincts have not been let me down.
Me? I'm just a pilot.
PM
To be fair to this guy he should advertise that despite several near misses, a few crashes, regularly flying on fumes, using MS flight simulator for flight planning! upsetting many people, etc. he's still alive - and that is an amazing achievement.
Me? I'm just a pilot.
PM
To be fair to this guy he should advertise that despite several near misses, a few crashes, regularly flying on fumes, using MS flight simulator for flight planning! upsetting many people, etc. he's still alive - and that is an amazing achievement.
Journey Man, unable to get your link to work, but came up with this one.
Contract pilot tales | Contract pilot tales
Thought it worthwhile to copy the content to here. Just to give Weaver some free advertising you understand. One of the comments on the page points out that with the fuel used and fuel remaining figures in the photo he had not even departed with full fuel (120 USG). The missing 17 gallons may have been more than he could afford.
A young man approached me at an airport in England recently, we talked a bit while we were kicking the tires – tyres as they say in England – of the airplane I was picking up. He said he’d hate to see the old airplane leave but he understood, the market in Europe prefers newer single-engine airplanes over piston twins, plastic fuselages over welded steel tubes. We talked about the planned ferry flight that would take the 50-year old Piper Aztec “home” to the US and the young man pulled up a picture on his phone, saying since I knew a bit about Atlantic ferry flights that he wanted my opinion.
The man is a pilot and mechanic, in truth he didn’t need my opinion, he knew very well. The picture he showed me was this. He said he’d personally taken the picture in the cockpit of a Piper Matrix that had just landed from an Atlantic ferry flight, not something he had obtained secondhand. The Piper Matrix had departed from Canada and crossed the Atlantic directly, without ferry tanking or HF radio. When the airplane landed, the fuel gauges looked like this:
Fuel display of a Piper Matrix that very nearly became another fuel exhaustion ferry flight accident
I looked up the flight path and the aircraft’s registration online a few days later. The aircraft registration shows up in the “testimonials” section on the website of a well known con artist / wannabe ferry pilot, a pilot who has previously crashed an aircraft in Greenland due to fuel starvation.
Most pilots who fly long-range flights have run into situations where they landed with less fuel than they were happy with. Weather, diversions, ATC delays, mechanical issues, or other situations beyond your control are the reason you carry plenty of fuel reserve. Sadly, good pilots have lost their lives due to exceedingly adverse and unexpected conditions. That was not the case for this Piper Matrix, the pilot knowingly or ignorantly planned a flight well beyond the safe range of the airplane just to save a few bucks. Had he run into any issues at all, he would have become another fuel exhaustion ferry flight accident. Had he been ramp checked, there would have been violations and fines. Had there been an accident the insurance company would have put up a fight not to pay out.
When you hire a ferry pilot, check their references. Don’t rely on “testimonials” on some website, ask previous customers and people who are familiar with ferry flying. I will be happy to provide references from previous customers and other pilots. If you don’t hire me, please hire another reputable ferry pilot.
Contract pilot tales | Contract pilot tales
Thought it worthwhile to copy the content to here. Just to give Weaver some free advertising you understand. One of the comments on the page points out that with the fuel used and fuel remaining figures in the photo he had not even departed with full fuel (120 USG). The missing 17 gallons may have been more than he could afford.
A young man approached me at an airport in England recently, we talked a bit while we were kicking the tires – tyres as they say in England – of the airplane I was picking up. He said he’d hate to see the old airplane leave but he understood, the market in Europe prefers newer single-engine airplanes over piston twins, plastic fuselages over welded steel tubes. We talked about the planned ferry flight that would take the 50-year old Piper Aztec “home” to the US and the young man pulled up a picture on his phone, saying since I knew a bit about Atlantic ferry flights that he wanted my opinion.
The man is a pilot and mechanic, in truth he didn’t need my opinion, he knew very well. The picture he showed me was this. He said he’d personally taken the picture in the cockpit of a Piper Matrix that had just landed from an Atlantic ferry flight, not something he had obtained secondhand. The Piper Matrix had departed from Canada and crossed the Atlantic directly, without ferry tanking or HF radio. When the airplane landed, the fuel gauges looked like this:
Fuel display of a Piper Matrix that very nearly became another fuel exhaustion ferry flight accident
I looked up the flight path and the aircraft’s registration online a few days later. The aircraft registration shows up in the “testimonials” section on the website of a well known con artist / wannabe ferry pilot, a pilot who has previously crashed an aircraft in Greenland due to fuel starvation.
Most pilots who fly long-range flights have run into situations where they landed with less fuel than they were happy with. Weather, diversions, ATC delays, mechanical issues, or other situations beyond your control are the reason you carry plenty of fuel reserve. Sadly, good pilots have lost their lives due to exceedingly adverse and unexpected conditions. That was not the case for this Piper Matrix, the pilot knowingly or ignorantly planned a flight well beyond the safe range of the airplane just to save a few bucks. Had he run into any issues at all, he would have become another fuel exhaustion ferry flight accident. Had he been ramp checked, there would have been violations and fines. Had there been an accident the insurance company would have put up a fight not to pay out.
When you hire a ferry pilot, check their references. Don’t rely on “testimonials” on some website, ask previous customers and people who are familiar with ferry flying. I will be happy to provide references from previous customers and other pilots. If you don’t hire me, please hire another reputable ferry pilot.
The Ripoff's continue
