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Bongo Endorsement

Old 23rd Jan 2008, 05:07
  #1 (permalink)  
Thread Starter
Join Date: Feb 2007
Location: moree caravan park
Posts: 76
Bongo Endorsement

I know an older thread exists on this but I was hoping there might be some updated info out there. I am looking for an Islander endo somewhere on the east coast. It has proven so far to be harder than I thought to track down any info, so it'd be very much appreciated if someone out there can lend a hand.

Cheers, S&T
socks and thongs is offline  
Old 23rd Jan 2008, 06:21
  #2 (permalink)  
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There are about five of them parked at Tamworth. I believe Dave Badams from Tamworth is an Australian rep. Don't know if he can do the endorsement but he should at least know who can.

Ready Immediate is offline  
Old 23rd Jan 2008, 06:37
  #3 (permalink)  
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Thers's a mob in Townsville that have a couple of them. Don't know it they do endorsements, but they do training so I guess it would be a possibility.

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Old 23rd Jan 2008, 07:29
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Join Date: Oct 2007
Location: Australia
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Try Barrier aviation in Cairns they can do bongo endo's.
troppont is offline  
Old 23rd Jan 2008, 10:26
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Join Date: Mar 2001
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I would second the Barrier Aviation in Cairns suggestion, great operation, if you are not perceived to be a tool, they have a charter operation in the Torres Straits, who knows ? ( get on the good side of Sue, she's a gem ).

Last edited by Lefthanded_Rock_Thrower; 23rd Jan 2008 at 11:30.
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Old 23rd Jan 2008, 10:55
  #6 (permalink)  
Man Bilong Balus long PNG
Join Date: Apr 2002
Location: And once again, the fun and good times having come to an end for yet another year, back in the cold, cruel real world and continuing the seemingly never ending search for that bad bottle of Red
Age: 65
Posts: 2,550

What's that?? You want a what????? Speak up, I can't hear you!!!!!!

Can't help you with where but the above posters have been more than able in that dept.

Other than that; it has been far too long since I last flew one but if I remember correctly, one thing to remember is that ''it all happens at 65kts!''

Good luck and have fun!

Last edited by Pinky the pilot; 26th Jan 2008 at 04:41. Reason: 3kts out!!
Pinky the pilot is offline  
Old 23rd Jan 2008, 11:05
  #7 (permalink)  
Join Date: Jan 1999
Location: Queensland
Posts: 2,392
Forget the old BN2 Islander........

...... get an endorsement on the new....

Britten-Norman BN2 XL

By a well-known ‘Flight magazine’.

Undaunted by technical realities, the design team at Pilatus Britten - Norman has announced plans for the BN2-XL, promising more noise, reduced payload, a lower cruise speed, and increased pilot workload.

We spoke to Mr. Fred Gribble, former British Rail boilermaker, and now Chief Project Engineer. Fred was responsible for developing many original and creative design flaws in the service of his former employer, and will be incorporating these in the new BN2-XL technology under a licensing agreement. Fred reassured BN-2 pilots, however, that all fundamental design flaws of the original model had been retained. Further good news is that the XL version is available as a retrofit.

Among the new measures is that of locking the ailerons in the central position, following airborne and simulator tests which showed that whilst pilots of average strength were able to achieve up to 30 degrees of control wheel deflection, this produced no appreciable variation in the net flight of the aircraft. Thus the removal of costly and unnecessary linkages has been possible, and the rudder has been nominated as the primary directional control. In keeping with this new philosophy, but to retain commonality for crews’ transitioning to the XL, additional resistance to foot pressure has been built in to the rudder pedals to prevent over-controlling in gusty conditions (defined as those in which wind velocity exceeds 3 knots).

An outstanding feature of Islander technology has always been the adaptation of the O-540 engine which, when mounted in any other aircraft in the free world (except the Trislander) is known for its low vibration levels. The Islander adaptations cause it to shake and batter the airframe, gradually crystallise the main spar, desynchronise the accompanying engine, and simulate the sound of fifty skeletons fornicating in an aluminium dustbin. PBN will not disclose the technology they applied in preserving this effect in the XL but Mr. Gribble assures us it will be perpetrated in later models and sees it as a strong selling point. "After all, the Concorde makes a lot of noise" he said, "and look how fast that goes."

However design documents clandestinely recovered from the PBN shredder have solved a question that has puzzled aerodynamicists and pilots for many years, disclosing that it is actually noise which causes the BN2 to fly. The vibration set up by the engines, and amplified by the airframe, in turn causes the air molecules above the wing to oscillate at atomic frequency, reducing their density and creating lift. This can be demonstrated by sudden closure of the throttles, which causes the aircraft to fall from the sky. As a result, lift is proportional to noise, rather than speed, explaining amongst other things the aircraft's remarkable takeoff performance.

In the driver's cab (as Gribble describes it) ergonomic measures will ensure that long-term PBN pilots' deafness does not cause in-flight dozing. Orthopaedic surgeons have designed a cockpit layout and seat to maximise backache, en-route insomnia, chronic irritability, and terminal (post-flight) lethargy. Redesigned "bullworker" elastic aileron cables, now disconnected from the control surfaces, increase pilot workload and fitness. Special noise retention cabin lining is an innovation on the XL, and it is hoped in later models to develop cabin noise to a level which will enable pilots to relate ear-pain directly to engine power, eliminating the need for engine instruments altogether.

We were offered an opportunity to fly the XL at Britten-Norman's development facility, adjacent to the British Rail tearooms at Little Chortling. (The flight was originally to have been conducted at the Pilatus plant but aircraft of BN design are now prohibited from operating in Swiss airspace during avalanche season). For our mission profile, the XL was loaded with coal for a standard 100 N.M. trip with British Rail reserves, carrying one pilot and nine passengers to maximise discomfort. Passenger loading is unchanged, the normal under-wing protrusions inflicting serious lacerations on 71% of boarding passengers, and there was the usual confusion in selecting a door appropriate to the allocated seat. The facility for the clothing of embarking passengers to remove oil slicks from engine cowls during loading has been thoughtfully retained.

Start-up is standard, and taxiing, as in the BN2 is accomplished by brute force. Takeoff calculations called for a 250-decibel power setting, and the rotation force for the (neutral) C of G was calculated at 180 ft/lbs. of backpressure.

Initial warning of an engine failure during takeoff is provided by a reduction in vibration of the flight instrument panel. Complete seizure of one engine is indicated by the momentary illusion that the engines have suddenly and inexplicably become synchronised. Otherwise, identification of the failed engine is achieved by comparing the vibration levels of the windows on either side of the cabin. (Relative passenger pallor has been found to be an unreliable guide on many BN2 routes because of ethnic consideration).

Shortly after takeoff the XL's chief test pilot, Capt. Mike "Muscles" Mulligan demonstrated the extent to which modern aeronautical design has left the BN2 untouched; he simulated pilot incapacitation by slumping forward onto the control column, simultaneously applying full right rudder and bleeding from the ears. The XL, like its predecessor, demonstrated total control rigidity and continued undisturbed. Power was then reduced to 249 decibels for cruise, and we carried out some comparisons of actual flight performance with graph predictions. At 5000 ft and ISA, we achieved a vibration amplitude of 500 CPS and 240 decibels, for a fuel flow of 210 lb/hr, making the BN2-XL the most efficient converter of fuel to noise after the Titan rocket.

Exploring the Constant noise/Variable noise concepts, we found that in a VNE dive, vibration reached its design maximum at 1000 CPS, at which point the limiting factor is the emulsification of human tissue. The catatonic condition of long-term BN2 pilots is attributed to this syndrome, which commences in the cerebral cortex and spreads outwards. We asked Capt. Mulligan what he considered the outstanding features of the XL. He cupped his hand behind his ear and shouted "Whazzat?"

We returned to Britten-Norman convinced that the XL model retains the marque's most memorable features, whilst showing some significant and worthwhile regressions.
PBN are not, however, resting on their laurels. Plans are already advanced for the Trislander XL and noise tunnel testing has commenced. The basis of preliminary design and performance specifications is that lift increases as the square of the noise, and as the principle of acoustic lift is further developed, a later five-engined vertical take-off model is also a possibility."

All in all, a wonderful aeroplane.

socks and thongs, you are a masochist!!!
Torres is offline  
Old 23rd Jan 2008, 14:13
  #8 (permalink)  

I don't want to be the best pilot in the world - Just the oldest
Join Date: Jun 2001
Location: Here and there
Posts: 1,015
Ahhh the Islander. THe only aircraft I have flown that totally exceeds the capability of my Bose X headset.
Islander Jock is offline  
Old 23rd Jan 2008, 23:48
  #9 (permalink)  
Join Date: Nov 2005
Location: Perth, Western Australia
Posts: 127
Just curious...why do you call the Islander a "Bongo"?

They can't be that bad, as 1,200 of them have been built since 1965, and it is still in production, with both piston and turboprop versions.

What's so bad about them (other than the noise)?

David Eyre is offline  
Old 24th Jan 2008, 01:41
  #10 (permalink)  
Join Date: Jan 2006
Location: Melbourne Australia
Posts: 110

if you must crash then do it in an Islander
30kts x-wing
and all the other great agricultural features found in the type
great bus and, a genuine 200ft pm on one enging @ 65 kts
(oops - everything happens at 65kts...??)
blue skies everyone
NNB is offline  
Old 24th Jan 2008, 02:03
  #11 (permalink)  
Join Date: Feb 2006
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Torres.. That is very... very.. funny
You have managed to cheer me up.. Thankyou
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Old 24th Jan 2008, 02:59
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Join Date: Sep 2000
Location: Here and there (mostly there)
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Also Seair Pacific (based Gold Coast) have a couple based out of Hervey Bay. Not sure of their availability for endorsements, though... Give Peter Gash a call.
iamafish is offline  
Old 25th Jan 2008, 08:34
  #13 (permalink)  
Thread Starter
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Location: moree caravan park
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Thanks so much all for the leads, I'll follow them up right away.

Yeah not the most glamorous machine but she does what she does bloody good. And we get tinnitus for the honour of steering her around.

Thanks again, S&T
socks and thongs is offline  
Old 25th Jan 2008, 22:17
  #14 (permalink)  
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Location: Bai, mi go long hap na kisim sampla samting.
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Mate, if you can fit a tightly fitting headset, and remember 65Knts, your qualified.
the wizard of auz is offline  
Old 17th Sep 2014, 00:57
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Hahahahaha never flown it but its sounds like a real pilots plane
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Old 17th Sep 2014, 02:27
  #16 (permalink)  
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The box the Aero Commander came in!
D'pirate is offline  
Old 17th Sep 2014, 04:34
  #17 (permalink)  
Join Date: Jun 2001
Location: Paradise
Age: 60
Posts: 1,327
Despite the noise, the Islander still does a great job, and goes where lesser types would fear to tread.

Since the advent of SB190 they have become rather expensive to maintain, but are a good honest twin that will serve operators and pilots well for many years to come.
chimbu warrior is offline  

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