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PPRuNe Forums Thread Wiki: PNG Ples Bilong Tok Tok
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PNG Ples Bilong Tok Tok

Old 26th Aug 2010, 20:19
  #3001 (permalink)  
 
Join Date: Nov 2008
Location: tasman
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Aircraft & Operators

P2-CCD was a 185A operated by Dave Miles T/A Star Earthmoving T/A Star Airlines Ser No 271 and DKY was a Cessna 310 operated by Dave Robinson and Barry Brown on an Aerial Work Licence carrying veges Wau to Moresby.
Torres, the sign on the old TAL headquarters advertise MBA destinations, Porgera and Lihir prior to APNG shifting to the old Ansett terminal.
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Old 26th Aug 2010, 21:27
  #3002 (permalink)  

Grandpa Aerotart
 
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P2-DEQ was originally restored by one of Col Pay's LAMEs in Scone and then he died and Malcolm Wigglesworth bought it from his estate and imported it to PNG - he was the boss Vet with DPI. He sold it to Colin Cousten, and then bingled it in Western Province - Col exported it to the UK where it was rebuilt and flown for some years before being sold to a South Island Farmer in NZ where it now resides and is much loved - and much missed by Colin (and me) in the UK.

A mate in Brisbane owns a 1971 A36, VH-FMY. The only operator of Bonanzas in PNG, that I am aware of, was Macair (the original) which makes me wonder whether its not the same aeroplane. I'll ask Dave whether his machine is ex PNG.
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Old 26th Aug 2010, 22:27
  #3003 (permalink)  
 
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P2-FMY

VH-FMY was P2- registered on 26.08.1974 thru to 20.03.1975. Same A36 as what is now VH-FMY. (Was registered to HDH prior to going to PNG.)
I have P2-DEQ as being damaged July 1990, withdrawn and restored as G-BTSM in the UK.(as you state).
A few more operators required for, Cessna U206G P2-PIY, PA-28R-180 P2-PMF, BN-2A P2-SAA, Cessna U206F P2-SYI, Cessna U206G P2-TIZ, Thanks for the help.
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Old 26th Aug 2010, 22:42
  #3004 (permalink)  
 
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P2-CCD

P2-CCD was previously ZK-EKA and was damaged in April 1979. ZK reg was canx Dec 1988. Don't know if it was rebuilt in NZ or PNG, probably NZ. I do not have the reg date for it but it went to VH-YME on 31.10.2005. Seems same owner operated a Fletcher P2-CCF from May 02 to June 06, then it went to VH-FNM. So expect CCD was a sprayer.
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Old 26th Aug 2010, 22:58
  #3005 (permalink)  
Bugsmasherdriverandjediknite
 
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If you run into any info on a C310K P2-PVT, I sure would be interested.
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Old 26th Aug 2010, 23:14
  #3006 (permalink)  
 
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P2-PVT

Cessna 310K, s/n 310K0057, originally allocated N6957L. To Bush Pilots Airways Limited on 08.02.1967,(operated on the Flying Surgeon contract out of Longreach), struck off register 20.09.1979. To P2-PVT, with cert of reg # 358 and registered to Pivot (NG) Pty Ltd, PO Box 484, Boroko. Struck of register and exported to Australia as VH-DWS on 29.10.1985 to an owner in WA and has remained in WA with a few different owners.
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Old 26th Aug 2010, 23:44
  #3007 (permalink)  
 
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Islander P2-FHC was with Avdev in the early 80's. They lost 2 of them in accidents, one at Kiunga, and another near Lake Kopiago, but not sure if FHC was one of those.

Aussie, check your PM.

Last edited by chimbu warrior; 26th Aug 2010 at 23:59.
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Old 27th Aug 2010, 03:25
  #3008 (permalink)  
 
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Ccd & Ccf

Both above were passenger/freight configuration. Normal category. Both rebuilds in NZ.
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Old 27th Aug 2010, 03:58
  #3009 (permalink)  
 
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P2-FHC

AVDEV (I read Cloudlands Av), all Islanders, FHC ex Mexico and went back there, FHO ex NZ, withdrawn from use (no date), FHP ex NZ, crashed near Mount Hagen on 12.07.1983, FHQ ex NZ, went to P2-ALF with Airlink, FHR ex Philippines, went to P2-MFT with MAF. So, seems FHO and FHP would be the two involved. How far is Lake Kopiago from Hagen? If someone comes up with the date for the FHO incident at Kiunga, bingo.
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Old 27th Aug 2010, 04:28
  #3010 (permalink)  
 
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I seem to recall an Avdev Islander coming to grief pre 1985 in the Strickland Gorge. That may be the accident you refer to as either Lake Kopiago or Kiungs.

Lake Kopiago: Latitude: S5.383; Longitude: E142.517
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Old 27th Aug 2010, 04:58
  #3011 (permalink)  
 
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Lake Kopiago

P2-HAC, Islander, Heron Air Charter, crashed 10.03.1982 at Lake Kopiago. Was Heron part of AVDEV?
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Old 27th Aug 2010, 05:37
  #3012 (permalink)  
 
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Heron was absorbed into Provincial Air Services about 1978.

HAB was with Avdev at the time of its demise.

I believe Torres is correct; the accident I was thinking of was HAB. I did a high-level ELT search in a Twin Otter, but unfortunately did not pick up any signal, before the weather closed in.
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Old 27th Aug 2010, 14:35
  #3013 (permalink)  
 
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Any idea what happened to SPA, SPC and SPD?
Got my UPPL in those 20 odd years ago.
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Old 30th Aug 2010, 05:10
  #3014 (permalink)  
 
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Col Bubner

I have just received an email informing me that Col Bubner,passed away this morning in Cairns,I worked for Col from December 1993 in Rabaul,then in Madang til Airlink was brought by Pacific Helicopters,and I was transfered to Goroka....RIP Col
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Old 30th Aug 2010, 07:21
  #3015 (permalink)  
 
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Sad news although it's no surprise. I heard recently that he was in Cairns and not in a good way,I believe the cancer got him. I guess smoking a couple of packets of cigarettes a day didn't help.

I would really like to know how may pilots worked for Col when he was in business,at a guess I'd say at least 200 if not more. Putting aside the negative things,I must say he was one of the better bosses I have worked for and I'm sure most of his ex employees would also agree.

RIP Col.

I'm sure you are cruising around the skies in the back of Bald Eagle One smoking a Cuban Cigar.
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Old 30th Aug 2010, 09:04
  #3016 (permalink)  
 
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I was prompted by 'which aerodrome' thread to post these pictures for 'wantoks' on PPRuNe - PX 707 take off - for Kagoshima (1978) - beautiful Moresby morning















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Old 30th Aug 2010, 10:07
  #3017 (permalink)  
 
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that cant be morsby....the grass is cut on the airfield!
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Old 30th Aug 2010, 12:50
  #3018 (permalink)  
 
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RIP Col


I would really like to know how may pilots worked for Col when he was in business,at a guess I'd say at least 200 if not more. Putting aside the negative things,I must say he was one of the better bosses I have worked for and I'm sure most of his ex employees would also agree.

yeah...agreed... Airlink was a good stepping stone for pretty much all of us... average pay which was enough to live comfortably in PNG... alright housing and lots of hours... I wish Airlink would have never bought that stupid ATR... it was a nice little company before that thing turned up...

RIP Col...
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Old 30th Aug 2010, 22:38
  #3019 (permalink)  
 
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P2-SPA/C/D

SPA, Cessna A150M sold to VH-CYO, SPC, PA-28-180 sold to VH-DNN, SPD, Cessna 152 sold to VH-IIJ. (There were three SPA's and 3 SPD's, but 20 years ago, these should refer.)
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Old 31st Aug 2010, 08:47
  #3020 (permalink)  
 
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23rd August 2010,
tinpis

Haere Ra Bryan.

Where do you start?
He hired me for my second stint with TAL,when I should of been off doing something useful
Hard worker tru, he introduced the Twotter to TAL which fundamentally changed the company's direction
Rest easy
wunnerful wunnerful shot tins . . . the old pella straight backed in wheel house studying the dials through the bifocals, vinyl gloved mitts characteristically resting on the top of the helm.


'The Hat' finished his book last year but the family have yet to
find a publisher. I do not think they would mind if I put the excellent James Sinclair foreword on here -


Here is the compelling account of some of the experiences of a pilot who flew extensively in many parts of the South Pacific, including Australia, Fiji and Papua New Guinea. He also ventured into the Caribbean and the Americas, into African, European and South East Asian skies. In the course of these air adventures he commanded an extraordinary variety of aircraft, landplanes and flying boats, military and civil; more than forty aircraft types in a flying career stretching over fifty years and some 28,000 flying hours.

The privilege of knowing Bryan was mine during his sojourn in PNG. During my long period there employed by the Australian Department of Territories as a Patrol Officer, District Officer and finally District Commissioner, sometimes native tribal emergencies flared up, the attendant urgency of which required charter of aircraft. Consequently we needed to fly into some of the more isolated parts of the Morobe District and the Highlands, ones with towering cloud enshrouded mountains, hog’s-back ridges abutting. Many such flights were with Bryan at the controls. An unforgettable one took us to the Finisterre Range and the patrol post at Wantoat, with its tiny airstrip ending at the foot of a high mountain. This harsh, mountainous country I knew well, as I’d walked over it when leading government patrols. After teeing up this particular flight with Bryan we waited several days for the weather to clear. Even so, when we did get away, as we approached the Finisterres the clouds pressed down well below the tops of the ranges in the broad Markham Valley. The low cloud and fine incessant drizzle so restricted visibility that not for a moment did I think it’d be possible to fly up the narrow valley leading to the patrol post. But we did. Without hesitation Bryan flew the Cessna low beneath the cloud as we wound our way along the valley. We flew as one would drive a car through a twisting mountain pass. My disquieting thought was ‘what on earth am I doing here?’
Another time, on a flight from Marawaka, an isolated post in a narrow valley notoriously subject to sudden weather changes, we took off from the steeply inclined strip, one of those into which you must always land uphill and take off downhill. After taking off that day the monsoonal weather caught us. This prompted Bryan to climb through the cloud to the Cessna’s performance ceiling, the limit of it’s climbing ability. As the mountains there go way up too and have been the graveyard of many good pilots, my fears could not have been greater. Bryan admitted that the flight had been a tight one for the Cessna. Only his local knowledge enabled us to climb in relative safety, top the cloud and ‘hang on the prop’ while heading for a less clouded area.

PNG has a cruel, unforgiving environment for the airman. The county’s development owes a great deal to pilots such as Bryan. He devotes, in memoriam, three pages at the end of the book listing the names of pilots he knew who died in crashes in the mountainous areas of PNG. A deal more are not listed.

Bryan was born into a farming community on the slopes of Mount Taranaki on New Zealand’s North Island. He learnt to fly with the Royal New Zealand Air Force and served with No 5 Catalina Squadron at Laucala Bay in Fiji. When the Catalinas were retired he converted to the Sunderland four-engined flying boat. Later he formed his own company, Macair Charters, based at first in the Eastern Highlands of PNG. It became successful. However, tied to a single company governed by a board of directors comprised of coffee planters, former senior public servants, accountants and pharmacists, each with his own agenda and who never saw eye to eye with him or each other, he became frustrated, restless and so moved on. His Caribbean, South China Sea and African adventures on lakes and seas in Grumman amphibians and a tour company’s Catalina make delightful reading.
Bryan’s long involvement with flying boats and his great affection for them comes through strongly in his narrative, particularly the story of his amazing flight across the North and South Atlantic in a fifty-year old Catalina. This work deserves a prominent place on the shelves of all readers of the annals of seaplanes and the web –footed men who manned them.
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