27th Jan 2019, 13:21 - Wikipost
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A thread where ex PNG geriatrics lapuns and long longs can live in the dim distant past.
Where tall stories are accepted as fact. War stories are applauded. Grab a Brownie, pull up a story and join in a trip down memory lane!!! 
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PNG Ples Bilong Tok Tok
Moderator
MAF 206 doing a fairly normal departure from a bush strip.
Why, anything abnormal??
Why, anything abnormal??
unless there's some lens distortion,,, it's hard to imagine anything steeper
landing, you'd need a bit to play with if you reached the crest
with momentum to get rid of. As Bob Hoover used to say
"It's all a matter of energy management."
landing, you'd need a bit to play with if you reached the crest
with momentum to get rid of. As Bob Hoover used to say
"It's all a matter of energy management."
Man Bilong Balus long PNG
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landing, you'd need a bit to play with if you reached the crest
with momentum to get rid of.
with momentum to get rid of.
This generally involved starting off flying into and out of each strip for about two to three times as a passenger, followed by ICUS a few times and finally a couple of solo T/Os and landings whilst the C&T Pilot watched you from the ground.
Once you had a few strips under your belt it became a shorter procedure until you had sufficient strips in that particular province. Then, and only when granted dispensation, you could check yourself into a new strip. The 'partial ANO 28 dispensation' if memory serves correctly.
There was also a different 'ANO 28' amongst the Aviation fraternity but that had absolutely nothing to do with Aviation!
I once endorsed myself into a new strip and had to land in the wrong direction; simply because of a 30kt wind blowing down the strip in the normal landing direction, but that's another story.
One thing that was strange at first but quickly became quite a natural thing to do was upon touchdown, retracting flap and going to full power to get up the slope! You learned very quickly when to cut power and stand on the brakes and which way to turn the a/c!
Chimbu Chuckles; WTF are ya?? You could explain the above far better than I, and tell better stories too!!
Last edited by Pinky the pilot; 6th Mar 2015 at 10:38.
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PNG PIGS
Remember the Piaggio P166?
I had a flight Hagen to Moresby in one in the Sixties. I think the pilot was Eric Larson or such. Do any of you old timers remember the name? I don't think that TAA had any P166 aircraft in it's Papua/New Guinea fleet.
[
/URL]
I had a flight Hagen to Moresby in one in the Sixties. I think the pilot was Eric Larson or such. Do any of you old timers remember the name? I don't think that TAA had any P166 aircraft in it's Papua/New Guinea fleet.
[
/URL]
Man Bilong Balus long PNG
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G'day Forky;
Please explain?
(Said in my best nasally nthn Qld accent)
Busy caressing his new found love - the baby Boeing!
(Said in my best nasally nthn Qld accent)
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Mad Swede
He was actually a Dane. Two ex Danish Air Force pilots flew for Ansett MAL, one was Eric Nielson, the other Arnie Rasmussen. Both flew the Piaggios all stops between Wabag or Mendi through to Lae. A couple of other Pig pilots were Ron Ericson (Kiwi) and Alan Rankin. The P166's with their Starlight Lounge provided a feeder to the F27s at Mt Hagen, Goroka & Lae until DHC6-300 s were introduced in 1970. Eric Nielson retired to the Gold Coast in mid 70's. In 2006 I met Arnie Rasmussen again living in Vanimo, married to the beautiful Rose Arni.
The old PNG days
There is a chapter in Doug Whitfield's book "The Call of the Kyeema" published by Tangee publishing in Perth, called Letter from New Guinea, that may be of interest to some of you...
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"Charlie75
Just had a look at the forum for the first time in many months and saw your photos of the crashed PNGDF Nomad.
The photo would be post-1980. I took the first PNGDF Nomads up in 78 and the prang at Nadzab happened after I left at the end of 1980. Up to that date all the PNGDF aircraft had full markings on the side and tail - maybe this is photoshopped to prevent embarrassment? Also it was a a couple of years after we got there that the aircraft were sent one by one back to Melbourne to have the radar fitted (the pranged one has the radar nose).
I had around 2,000 hours on the Nomads both in PNG and Australia and have never heard of the 'infamous tail stall". They certainly had plenty of mods to fix fatigue in the tail area (that is what caused the fatal Army accident in South Australia) but nothing that affected the handling.
I reckon they were a really good aircraft design that was crueled by the Public Service unwilling to allow the factory to spend money on development. We took an N24 from England to Australia alongside a turbine Islander. I think most people would agree the standard Islander was a first class working aircraft but alongside the Nomad (with the same engines) it came second in every possible comparison.
Nomad - what could have been!"
aavn,
Sorry, but that was definitely taken in 1978/79. I took those photos myself, and I was on duty when it happened.
We left PNG to return home to Perth in early 79.
No photoshopping either.
Just had a look at the forum for the first time in many months and saw your photos of the crashed PNGDF Nomad.
The photo would be post-1980. I took the first PNGDF Nomads up in 78 and the prang at Nadzab happened after I left at the end of 1980. Up to that date all the PNGDF aircraft had full markings on the side and tail - maybe this is photoshopped to prevent embarrassment? Also it was a a couple of years after we got there that the aircraft were sent one by one back to Melbourne to have the radar fitted (the pranged one has the radar nose).
I had around 2,000 hours on the Nomads both in PNG and Australia and have never heard of the 'infamous tail stall". They certainly had plenty of mods to fix fatigue in the tail area (that is what caused the fatal Army accident in South Australia) but nothing that affected the handling.
I reckon they were a really good aircraft design that was crueled by the Public Service unwilling to allow the factory to spend money on development. We took an N24 from England to Australia alongside a turbine Islander. I think most people would agree the standard Islander was a first class working aircraft but alongside the Nomad (with the same engines) it came second in every possible comparison.
Nomad - what could have been!"
aavn,
Sorry, but that was definitely taken in 1978/79. I took those photos myself, and I was on duty when it happened.
We left PNG to return home to Perth in early 79.
No photoshopping either.
Last edited by Charlie75; 25th Mar 2015 at 10:54.
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Unknown airstrip p.23. and part of
The unknown airstrip shown is, I believe,. Kainteba.
I have no idea who took the picture but it was very early days in the strips - and appears as it was when I made the first flight into it.
It is/was about 45nm n.e. of Terapo and part of the Yule Island Catholic Mission dynasty.
Ron Firns - owner of Stol Air - checked me into the strip in a C185 - deemed me competent - and so DCA allowed me to operate into it.
I later learned Ron had never landed at the strip and that flight covered my airfield approval and allowed DCA to licence it.
Ron donated every second Sunday of my times off to the Catholic Mission and, as a result I flew the newest a/c in PNG at that time - a turbo 300hp 206 -VH-MYI - newly purchased by the Mission.
The Mission had a full time pilot who was pretty timid and inexperienced so when the 206 arrived and he only flew around the Papuan Gulf's coastal flat lands.
Every second Sunday Beverly - my wife - flew the 206 to Terapo with me in the RH seat.
On arrival Bev would depart with Father Michel Gasser - boss of the Terapo Mission while I, after loading with stores and supplies, took the C206 off to Kainteba.
The photo depicts the dilemma I was faced with to land in one piece.
The first and only landing I'd made there was in the C185 was easy but the C206 was a different kettle of fish.
MYI was a pig of an aircraft - heavy to fly and with much less performance than the C185.
The photo accurately records what I remember of the view on short finals
but just behind the photographer is a very,very steep valley with a ridge which was higher than the top of Kainteba strip.
The photo shows a 10-15 .ft. barrett at the top of the strip which came about as a result of creating the parking bay - a small pad which barely allowed a Cessna to pause.
When parked the port wheel was about three feet from the strips end and the stbd. wing tip had similar clearance at the top of the bay.
The procedure I devised for the 206 was to overfly the head of the strip ensuring its surface was clear and servicable - break left onto downwind maintaining normal cruise speed and altitude while heading south and turning sharply to the left and diving as if to loop at a point about 100ft below the photographer.
At the appropriate time I closed the throttle - went full fine and climbed up the first section of the strip.
That put me in a position where I could decide to land straight ahead up the slope or break left at the hollow.
I never had reason to break left but passing over the first ridge I selected full flap (fortunately it was driven electrically and so I had time to apply full back trim.).
At this point there was no "go around" availability.
Landing was achieved by - just as flap reached full extension - applying full power prior to impact, hauling full back stick and after landing relying upon power and inertia to reach the pad.
I can't recall the gradient listing DCA applied to Kainteba but it was over 40% by my calcs.
After the first flight of the day to Kainteba I flew air-drops to a place called Bema.
Bema was a Catholic Mission about 40nm west of Kainteba.
It was nestled on a chalk cliff and resembled a Swiss/French alpine village.
A semi pound existed to the west and south of Bema.
To do aerial drops the cargo doors of MYI were removed.
A right hand turn drop would have resulted in items falling considerable distance so I devised an outside left turn (full left rudder and sufficient right aileron for the droppers to see their target).
Apart from supplies we dropped a segmented D4 Cat. Dozer along with many cylinders of Oxygen and Acetylene.
I'm lead to believe the D4 had been dissected by a bloke in PWD who later trekked in - welded the D4 back together and it was used to make Bema strip.
Returning to Kainteba, I was tasked with training and endorsing the CM's pilot into Kainteba.
He achieved the required standard and I signed him out.
His first flight to Kainteba was Terapo- Biamuru -Kainteba.
Shortly after take-off from Biamuru a duck hit and shattered his windscreen with shards piercing all of his upper body.
Bleeding profusely and nearly blinded he managed to to fly back to Terapo.
I know he survived but nothing more.
Were any further flights made into Kainteba.
I understand Bema became operational.
Purely by chance I came upon this site while trying to confirm details of a flight I made with Keith Tetley as charterer - pissed as a parrot and lying in a drunken stupor on the rear floor of a C185 on a flight from POM to KIK on 30 Dec 1967.
If any of you blokes feel like communicating my email address is -
[email protected]
I have no idea who took the picture but it was very early days in the strips - and appears as it was when I made the first flight into it.
It is/was about 45nm n.e. of Terapo and part of the Yule Island Catholic Mission dynasty.
Ron Firns - owner of Stol Air - checked me into the strip in a C185 - deemed me competent - and so DCA allowed me to operate into it.
I later learned Ron had never landed at the strip and that flight covered my airfield approval and allowed DCA to licence it.
Ron donated every second Sunday of my times off to the Catholic Mission and, as a result I flew the newest a/c in PNG at that time - a turbo 300hp 206 -VH-MYI - newly purchased by the Mission.
The Mission had a full time pilot who was pretty timid and inexperienced so when the 206 arrived and he only flew around the Papuan Gulf's coastal flat lands.
Every second Sunday Beverly - my wife - flew the 206 to Terapo with me in the RH seat.
On arrival Bev would depart with Father Michel Gasser - boss of the Terapo Mission while I, after loading with stores and supplies, took the C206 off to Kainteba.
The photo depicts the dilemma I was faced with to land in one piece.
The first and only landing I'd made there was in the C185 was easy but the C206 was a different kettle of fish.
MYI was a pig of an aircraft - heavy to fly and with much less performance than the C185.
The photo accurately records what I remember of the view on short finals
but just behind the photographer is a very,very steep valley with a ridge which was higher than the top of Kainteba strip.
The photo shows a 10-15 .ft. barrett at the top of the strip which came about as a result of creating the parking bay - a small pad which barely allowed a Cessna to pause.
When parked the port wheel was about three feet from the strips end and the stbd. wing tip had similar clearance at the top of the bay.
The procedure I devised for the 206 was to overfly the head of the strip ensuring its surface was clear and servicable - break left onto downwind maintaining normal cruise speed and altitude while heading south and turning sharply to the left and diving as if to loop at a point about 100ft below the photographer.
At the appropriate time I closed the throttle - went full fine and climbed up the first section of the strip.
That put me in a position where I could decide to land straight ahead up the slope or break left at the hollow.
I never had reason to break left but passing over the first ridge I selected full flap (fortunately it was driven electrically and so I had time to apply full back trim.).
At this point there was no "go around" availability.
Landing was achieved by - just as flap reached full extension - applying full power prior to impact, hauling full back stick and after landing relying upon power and inertia to reach the pad.
I can't recall the gradient listing DCA applied to Kainteba but it was over 40% by my calcs.
After the first flight of the day to Kainteba I flew air-drops to a place called Bema.
Bema was a Catholic Mission about 40nm west of Kainteba.
It was nestled on a chalk cliff and resembled a Swiss/French alpine village.
A semi pound existed to the west and south of Bema.
To do aerial drops the cargo doors of MYI were removed.
A right hand turn drop would have resulted in items falling considerable distance so I devised an outside left turn (full left rudder and sufficient right aileron for the droppers to see their target).
Apart from supplies we dropped a segmented D4 Cat. Dozer along with many cylinders of Oxygen and Acetylene.
I'm lead to believe the D4 had been dissected by a bloke in PWD who later trekked in - welded the D4 back together and it was used to make Bema strip.
Returning to Kainteba, I was tasked with training and endorsing the CM's pilot into Kainteba.
He achieved the required standard and I signed him out.
His first flight to Kainteba was Terapo- Biamuru -Kainteba.
Shortly after take-off from Biamuru a duck hit and shattered his windscreen with shards piercing all of his upper body.
Bleeding profusely and nearly blinded he managed to to fly back to Terapo.
I know he survived but nothing more.
Were any further flights made into Kainteba.
I understand Bema became operational.
Purely by chance I came upon this site while trying to confirm details of a flight I made with Keith Tetley as charterer - pissed as a parrot and lying in a drunken stupor on the rear floor of a C185 on a flight from POM to KIK on 30 Dec 1967.
If any of you blokes feel like communicating my email address is -
[email protected]
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: Looking forward to returning to Japan soon but in the meantime continuing the never ending search for a bad bottle of Red!
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Aquila audax; Definitely not Kaintiba! The piccy concerned in no way resembles the diagram of Kaintiba in my old Douglas Airways one way strip book.
Also, I used to fly into there twice a week at one stage of my taim bilong PNG and I just do not remember a hump half way up the strip.
Also, I used to fly into there twice a week at one stage of my taim bilong PNG and I just do not remember a hump half way up the strip.
I'm with Pinky. It isn't Kaintiba. I flew tradestore goods in there nearly every day for two years and looks nothing like Kaintiba.
Maybe 6 years ago I debunked that this is a PNG strip as well. It appeared in a misso news article in Borneo or Malaysia.
Maybe 6 years ago I debunked that this is a PNG strip as well. It appeared in a misso news article in Borneo or Malaysia.
Moderator
Are you talking about the photo I posted - this one???
I originally thought it was in the Highlands, possibly Chimbu Province, but am now reliably informed that strip is in West Papua, not PNG.
From memory, Omkalai (14% gradient??) was the steepest commercial strip in PNG.
This is Kaintiba, nothing like the photo I posted. Also not 40% gradient!!!
I originally thought it was in the Highlands, possibly Chimbu Province, but am now reliably informed that strip is in West Papua, not PNG.
From memory, Omkalai (14% gradient??) was the steepest commercial strip in PNG.
This is Kaintiba, nothing like the photo I posted. Also not 40% gradient!!!
Man Bilong Balus long PNG
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Thanks Taily! Now that was definitely Kaintiba!
From memory it was the first Gulf province strip I was endorsed into. By Luk V.
Where are you these days Mate?
From memory it was the first Gulf province strip I was endorsed into. By Luk V.
Where are you these days Mate?