FERRYING AND AIRCRAFT FROM THE USA
A bit harsh Triple X
The Hoover sequence was the single most memorable display I have ever seen, hence my enthusiasm. DeH I was very interested in reading this too, reminded me of my travels on the London Sydney Air Race in 2001, all too familiar, you don't have to be a pliot to savvy
Thread Starter
EGYPT TO BANGLADESH
This installment begins the down hill journey where all the experience in the world doesnt help when dealing with bureauracy of the Middle East and the Sub Continent.
ASWAN (Egypt) to RIYADH (Saudi Arabia)
Our arrival began with an armed escort from the airport to the hotel. We had avoided Cario due to the uprsing. Aswan was reatively quiet but each street corner was patrolled with a Humvee sporting a large calliber machine gun manned by a disinterested Egyptian soldier.
Next morning we planned to depart early, so we arrived at the airport around 0700 expecting the fuel truck as promised by our handling agent. Having been thru Egypt before I figured to allow an hour. NO it took three hours.
The fuel was being supplied by the Egyptian Air Force. When it finally arrived in a 1970's russian tanker with Crylic written I knew it was not going to be easy.
Once refuelled the non commissioned ranks left and a Captain presented himself for payment. The cost $US5.00 per litre and we took 900 litres.
Payment was only accepted in Hard currency $US, all notes ahd to be new and no reciept was offered.
Finally departed at 11 am local.
The handling charge, also in hard cash was $US800 plus add ons.
The Egyptian Controlers were reasonable and gave us almost a direct vector on track.
After crossing the Red Sea, and no Moses wasnt there to part the ways, we entered Saudi Air Space with little fan fare at FL 140.
This sector was reasonable, but the country below was much less hospitable than the Australian Desert. I would rate your chances of survival here as very slim whereas in Australia the deserts have some vegetation.
When we arrived in the Riyadh CTA, it was almost impossible to get a visual on the Airport. The weather was one perpetual dust storm, all I can say is thanks for a GPS with a TV size screen.
After landing we were directed to the General Aviation area. But this takes on a whole new meaning. The small aircraft here are G VI/V, with a reasonable number of A319's and B737's there was even two B767's.
We expected the tech stop to only take 2 hours, silly us.
The refueller had to come from a small airport 20km away, when he arrived he had forgotten his gate key. The Saudi security Guard, knowing full well who he was refuesed him entry, so the refueller had to go back to get a key.
When he returned, the gurad had parked is truck across the gate and had gone off to prayers (It was Ramadan) and I'm sure he was reminding us infidels who he voted for.
Finally the truck was llowed on the tarmac and we got our fuel. I forgot to mention all the while the temperrate was hovering at 48 degrees C
Fuel Cost here was $US5.50 per litre and the handling $US700, again no credit card just good old US dollars.
By this point I was running out of currency having started with around $40,000
RIYADH TO MUSCAT (Oman)
We didnt leave Riyadh until around 3pm which meant we were going to arrive into Seeb Airport at around 2230.
Although we planned via the direct airways route, for some reason the Saudis amended our flight plan and next thinge we knew we were heading for Bahrain some 40 degrees off track to the north.
After overhead Bahrain we were then vectored out along the Persian Gulf, below all you could see were the lights of tankers and off shore oil rigs.
Finally we reach Omani airspace where the British controllers were great. A straight in approach, very professional handling.
Due to the extended day, all three of us elected to take a lay day.
Out of all the Middle East and the Sub Continent Oman is one of the most civilized countries with a good mix of servility from people in the street.
Our hotel, the Golden Tulip, known by the local pilots as the Golden Toilet, was good and the food was excellent.
Fuel cost in Oman was $US5.30 per litre, handling $500 which for a change included the parking charges
MUSCAT TO KARACHI (Pakistan)
Our journey now takes a urn for the worst.
After departing Muscat the flight entailed entering Iranian Air space, which was interesting to say the least. The one highlight of this sector is a small peninsula mid way along track.
It is almost non descript but for a histroy tragic like me very interesting. It was here that Alexander the Great stop with his conquest of Asia Minor.
Anyway getting back to flying when we entered Pakistan Air Space the service was average to put in bluntly.
After landing at Karachi it took our handing agent some 3 hours to process the paper work,. All this at a cost of $US1,000. Then we had to refuel. By this time it was dark, so we asked for taxi guidance.
Ground control, took us past the PIA maintenace hangars to what we thought was a dead end, BUT no it was a was taxi way, just big enough for the Commander.
BUT then the surprise, across the tax way was a gate and a main road, after the guard stopped the cars and opened the gate we taxied forward to s econd gate. Again a main road; by this time I thought we had become a train passing thru level crossings.
Finally we reach the refueller only to be told he had our 200 litres, NO we needed 200 US gallons. As luck would have it he managed to locate another 4 drums. The cost $US6 per litre, but he did give us credit.
Finally when we reach the hotel it had becomne very scary. The hotel was guarded by SERIOUS armour and hand heavy duty concrete barriers inplace.
KARACHI TO NAGPUR (India)
As we did not have any crew Visas for Indian, they had just changed the rules and you now have to get visasa peior to arrival, NOT ON ARRIVAL, so we had an extremely long flight day.
The weather was not promising throughout most of India, so alternates were a roll of the dice.
The crossing from Pakistan into India was not the drama I had expected, last time I went across in 1993 it took 5 hours for a tech stop.
Upon landing at Nagpur the fuel was waiting and the service by Aerotech excellent.
Cost of the fuel $US6 per litre, handling $US1,000
Total time on the ground 2 hours.
NAGPUR TO CHITTAGONG (Bangladesh)
By the time we were ready to take off the weather had cleared slightly and the flight had become a matter of weaving around large CU & the occasional CBs.
This leg was realtively lay back, as the Indian controllers barely gaves us a thought. After crossing the Bay of Bengal and the Ganges Delta we entered Bangladeshi CTA.
The one thing that struck the three of us was the number of small cargo ships in and around the delta. All about 60 meteres long.
Our arrival into Chittagong was reasonable and we were parked near a F27, sans engines in front of the control tower, little did we know that this was to be N9199N's home for the next 4 months.
NEXT INSTALLMENT - HOW TO BLOW UP TWO ENGINES AND THE LOCALS GAME OF HOW MUCH MONEY CAN WE TAKE FROM THESE AUSTRALIANS!!!!!!!!!!!!!!!!!!!!
ASWAN (Egypt) to RIYADH (Saudi Arabia)
Our arrival began with an armed escort from the airport to the hotel. We had avoided Cario due to the uprsing. Aswan was reatively quiet but each street corner was patrolled with a Humvee sporting a large calliber machine gun manned by a disinterested Egyptian soldier.
Next morning we planned to depart early, so we arrived at the airport around 0700 expecting the fuel truck as promised by our handling agent. Having been thru Egypt before I figured to allow an hour. NO it took three hours.
The fuel was being supplied by the Egyptian Air Force. When it finally arrived in a 1970's russian tanker with Crylic written I knew it was not going to be easy.
Once refuelled the non commissioned ranks left and a Captain presented himself for payment. The cost $US5.00 per litre and we took 900 litres.
Payment was only accepted in Hard currency $US, all notes ahd to be new and no reciept was offered.
Finally departed at 11 am local.
The handling charge, also in hard cash was $US800 plus add ons.
The Egyptian Controlers were reasonable and gave us almost a direct vector on track.
After crossing the Red Sea, and no Moses wasnt there to part the ways, we entered Saudi Air Space with little fan fare at FL 140.
This sector was reasonable, but the country below was much less hospitable than the Australian Desert. I would rate your chances of survival here as very slim whereas in Australia the deserts have some vegetation.
When we arrived in the Riyadh CTA, it was almost impossible to get a visual on the Airport. The weather was one perpetual dust storm, all I can say is thanks for a GPS with a TV size screen.
After landing we were directed to the General Aviation area. But this takes on a whole new meaning. The small aircraft here are G VI/V, with a reasonable number of A319's and B737's there was even two B767's.
We expected the tech stop to only take 2 hours, silly us.
The refueller had to come from a small airport 20km away, when he arrived he had forgotten his gate key. The Saudi security Guard, knowing full well who he was refuesed him entry, so the refueller had to go back to get a key.
When he returned, the gurad had parked is truck across the gate and had gone off to prayers (It was Ramadan) and I'm sure he was reminding us infidels who he voted for.
Finally the truck was llowed on the tarmac and we got our fuel. I forgot to mention all the while the temperrate was hovering at 48 degrees C
Fuel Cost here was $US5.50 per litre and the handling $US700, again no credit card just good old US dollars.
By this point I was running out of currency having started with around $40,000
RIYADH TO MUSCAT (Oman)
We didnt leave Riyadh until around 3pm which meant we were going to arrive into Seeb Airport at around 2230.
Although we planned via the direct airways route, for some reason the Saudis amended our flight plan and next thinge we knew we were heading for Bahrain some 40 degrees off track to the north.
After overhead Bahrain we were then vectored out along the Persian Gulf, below all you could see were the lights of tankers and off shore oil rigs.
Finally we reach Omani airspace where the British controllers were great. A straight in approach, very professional handling.
Due to the extended day, all three of us elected to take a lay day.
Out of all the Middle East and the Sub Continent Oman is one of the most civilized countries with a good mix of servility from people in the street.
Our hotel, the Golden Tulip, known by the local pilots as the Golden Toilet, was good and the food was excellent.
Fuel cost in Oman was $US5.30 per litre, handling $500 which for a change included the parking charges
MUSCAT TO KARACHI (Pakistan)
Our journey now takes a urn for the worst.
After departing Muscat the flight entailed entering Iranian Air space, which was interesting to say the least. The one highlight of this sector is a small peninsula mid way along track.
It is almost non descript but for a histroy tragic like me very interesting. It was here that Alexander the Great stop with his conquest of Asia Minor.
Anyway getting back to flying when we entered Pakistan Air Space the service was average to put in bluntly.
After landing at Karachi it took our handing agent some 3 hours to process the paper work,. All this at a cost of $US1,000. Then we had to refuel. By this time it was dark, so we asked for taxi guidance.
Ground control, took us past the PIA maintenace hangars to what we thought was a dead end, BUT no it was a was taxi way, just big enough for the Commander.
BUT then the surprise, across the tax way was a gate and a main road, after the guard stopped the cars and opened the gate we taxied forward to s econd gate. Again a main road; by this time I thought we had become a train passing thru level crossings.
Finally we reach the refueller only to be told he had our 200 litres, NO we needed 200 US gallons. As luck would have it he managed to locate another 4 drums. The cost $US6 per litre, but he did give us credit.
Finally when we reach the hotel it had becomne very scary. The hotel was guarded by SERIOUS armour and hand heavy duty concrete barriers inplace.
KARACHI TO NAGPUR (India)
As we did not have any crew Visas for Indian, they had just changed the rules and you now have to get visasa peior to arrival, NOT ON ARRIVAL, so we had an extremely long flight day.
The weather was not promising throughout most of India, so alternates were a roll of the dice.
The crossing from Pakistan into India was not the drama I had expected, last time I went across in 1993 it took 5 hours for a tech stop.
Upon landing at Nagpur the fuel was waiting and the service by Aerotech excellent.
Cost of the fuel $US6 per litre, handling $US1,000
Total time on the ground 2 hours.
NAGPUR TO CHITTAGONG (Bangladesh)
By the time we were ready to take off the weather had cleared slightly and the flight had become a matter of weaving around large CU & the occasional CBs.
This leg was realtively lay back, as the Indian controllers barely gaves us a thought. After crossing the Bay of Bengal and the Ganges Delta we entered Bangladeshi CTA.
The one thing that struck the three of us was the number of small cargo ships in and around the delta. All about 60 meteres long.
Our arrival into Chittagong was reasonable and we were parked near a F27, sans engines in front of the control tower, little did we know that this was to be N9199N's home for the next 4 months.
NEXT INSTALLMENT - HOW TO BLOW UP TWO ENGINES AND THE LOCALS GAME OF HOW MUCH MONEY CAN WE TAKE FROM THESE AUSTRALIANS!!!!!!!!!!!!!!!!!!!!
Bet the Pacific is starting to look like the
A) Cheaper
B) Faster
C) Easier
D) Less Frustrating
E) All Of The Above
Option now, isn't it?
Just wait until Bangladesh. Only fractionally less crap than India.
A) Cheaper
B) Faster
C) Easier
D) Less Frustrating
E) All Of The Above
Option now, isn't it?
Just wait until Bangladesh. Only fractionally less crap than India.
Thread Starter
Makeithappen
If I had taken the Pacific route I would have had a long swim somewhere around Norfolk Island, and the cost of the Pacific at the end of the day is about the same.
But for the record my other AC 685 will be coming across the Pacific, I want to join the round the world club.
If I had taken the Pacific route I would have had a long swim somewhere around Norfolk Island, and the cost of the Pacific at the end of the day is about the same.
But for the record my other AC 685 will be coming across the Pacific, I want to join the round the world club.
Wasn't Indian fuel that killed your donks, was it? Got a batch once that had a charming spew green colour...
20/20 hindsight?
Done both ways in both directions. By the time you get to Norfolk, you don't need to be on an overweight permit.
Severely doubt the cost claim, but you know this story better than I do. Enjoying the story, please continue...
Ps. Sorry to be a killjoy, but Earth Rounders qualification has to be in the one aircraft.
20/20 hindsight?
Done both ways in both directions. By the time you get to Norfolk, you don't need to be on an overweight permit.
Severely doubt the cost claim, but you know this story better than I do. Enjoying the story, please continue...
Ps. Sorry to be a killjoy, but Earth Rounders qualification has to be in the one aircraft.
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Going around the planet in dero commanders
In Mumbai going west- used MOGAS and chamois
U see kids of the junior jet club. My boss did not give us that many us$1 notes we purchased just enough for the PNR MUMBAI-MUSCAT leg. However it has been along time ago.
Ttfn
( tah tah for now)
U see kids of the junior jet club. My boss did not give us that many us$1 notes we purchased just enough for the PNR MUMBAI-MUSCAT leg. However it has been along time ago.
Ttfn
( tah tah for now)
Thread Starter
AU-501
Far from being a "Dero Commander" this one had new engines and props and a total time of just 3000 hours
As for just enough fuel, are you kidding in that part of the world you need every litre you can put in.
Mogas !!!!!!!!
I could just imagine what a GTISO 520 would be like after a dose of that stuff especially from India.
Far from being a "Dero Commander" this one had new engines and props and a total time of just 3000 hours
As for just enough fuel, are you kidding in that part of the world you need every litre you can put in.
Mogas !!!!!!!!
I could just imagine what a GTISO 520 would be like after a dose of that stuff especially from India.
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This is a great read; please keep it coming.
As someone who's complaining lately about not being able to find 100LL for under $7.00 a gallon in this part of the world, this does put things into some perspective relative to the rest of the world.
As someone who's complaining lately about not being able to find 100LL for under $7.00 a gallon in this part of the world, this does put things into some perspective relative to the rest of the world.
Having experienced an engine failure in a 685, I know which aircraft I would rather be in
Compared to the direct drive engines, all the GSIO/GTSIO engines are rather fragile.
Tootle pip!!
Thread Starter
PART 3 - DISASTER OR HOW TO SPEND $150k
This part is a testament to anyone who wants to buy an aircarft from overseas. IT IS A LOTTERY. Even someone like myself who has owned around 30 different aircraft from G1's and Citations down to Chipmunks all of us can get caught.
Anyway the narrative begins with a happy three crew members having arrived in Chittagong Bangladesh asfetr a long flight from Karachi via nagpur.
On arrival we aere meet by our handling agent who arranged fuel etc for us. Although the service was reasonable the charges for what we got were extortion. Basically $US1000 for something that when I finally departed Chittagong I did myself for less than $US50.
Fuel was supplied in drums at a cost of $US5 per litre.
After take off for Bangkok our track took us over Coxs Bazzar, at the time I was sitting in the back with our engineer/pilot in command and the US pilot riding FO. Suddenly the Us pilot noticed zero oil pressure on the right hand side at FL120. A quick feather of the engine and a Pan call and we were turning back to Chittagong.
For those on this forum that deride the 685, let me tell you on one engine at gross at FL120 it had the capability to continue to climb at around 300fpm.
We were cleared to return to Chittagong. As we entered late down wind the controller called, "Beware sheep at the end of the runway" naturally three sets of eyes went looking for the errant rams. Suddenly it dawned on us, Sheep was actually a bloody big tanker crossing the end of the threshold in the river.
I'm sure the readers can imagine the scenario, a real live engine failure and there is a VERY VERY large tanker across our path. Thank god for the old Commanders performance, we cleared the tanker and "T" did an excellent landing.
AS the owner I had threatened him with the statement you break it you fix it. "oh to regret those words.
After we had all kissed the ground and changed clothes we started to trouble shoot. The scene of "T" hanging off the prop with the engine not turning was enough for us to accept the engine was US.
Our handling agent returned and offered his services at $400 a day.
By this time I was wise enough to politely say no, under my breath cursing his ancestors.
The one bright source was the Airport Manager, he had recently been seconded from the Bangledeshi Air Force to run Chittagong Airport. He understood our prediciment and arranged a young friend of his to act as our guide/interpreter and goffer.
Over the next 5 days we removed the engine, crated it and the other departed, leaving me to arrange customs. HERE IS WHERE THE CORRUPTION STARTED.
The Customs agent, a supposedly reputable company assured me it would be on the Malaysian flight that I was booked on - HE LIED.
It took nearly three weeks before it left Bangladesh. Then when it arrived in Sydney, his bill was attached. His charges for arranging customs $US4,500 - or about $3500 too much.
I spent the next week arguing with the Sydney agent until I threaten to send the engine back. This would have meant the Bangleshi customs agent would not get paid and he would have to wear the return air freight.
Finally he agreed to halve his bill.
Now with the engine back in Sydney, Billyara disassembled it and found the following
1. The generator may not have been overhaulled, this caused its bearings to fail and create a serious vibration. As it is a direct drive this vibrated the front crankcase bolts to loosen. the first bearing rotated and blocked the oil gallery. Thus one siezed engine.
End result was, replacement of crankcase, crankshaft, camshaft and turbo charger, along with overhaul of the prop governor.
Mid september I Air freighted the engine back to Dhaka, Bangladesh only to find that the original customs agent had not got a return import licence.
No amount of talking would persuade bangladeshi Customs to move, so the engine sat in the boinded warehouse for over a week. This is despite Bangladesh being an ICAO signatory where its convention states AOG spares being imported to repair an aircraft are duty free and should be expidited.
After paying, what amounted to serious money, in "fines" read as bribes I obtained my engine and we trucked it to Chittagong where it was installed by a very competent US licenced engineer.
All was well in the world and we decided to depart that day, as the magic of Bangladesh had worn off.
Can all of you imagine the scene, it was dark, to the north was thunderstorm, our track was clear weather across Burma to Bangkok.
Slowly eased the throttles up to 44.5 in boost, about to let the brakes go for take off, when I did my normal cross check of instruments, and what did I see, but the left hand engine oil pressure dropping alarmingly.
Quickly shut it down and taxied back to the terminal.
NEXT EPISODE ENGINE NUMBER TWO BACK TO SYDNEY AND WHY I WILL NEVER DEAL WITH AN AMERICAN OVERHAUL FACILITY - BASICALLY THE SEND ENGINE WAS A WALKING TIME BOMB THAT THE OVERHAUL FACILITY TRIED TO COVER UP.
Anyway the narrative begins with a happy three crew members having arrived in Chittagong Bangladesh asfetr a long flight from Karachi via nagpur.
On arrival we aere meet by our handling agent who arranged fuel etc for us. Although the service was reasonable the charges for what we got were extortion. Basically $US1000 for something that when I finally departed Chittagong I did myself for less than $US50.
Fuel was supplied in drums at a cost of $US5 per litre.
After take off for Bangkok our track took us over Coxs Bazzar, at the time I was sitting in the back with our engineer/pilot in command and the US pilot riding FO. Suddenly the Us pilot noticed zero oil pressure on the right hand side at FL120. A quick feather of the engine and a Pan call and we were turning back to Chittagong.
For those on this forum that deride the 685, let me tell you on one engine at gross at FL120 it had the capability to continue to climb at around 300fpm.
We were cleared to return to Chittagong. As we entered late down wind the controller called, "Beware sheep at the end of the runway" naturally three sets of eyes went looking for the errant rams. Suddenly it dawned on us, Sheep was actually a bloody big tanker crossing the end of the threshold in the river.
I'm sure the readers can imagine the scenario, a real live engine failure and there is a VERY VERY large tanker across our path. Thank god for the old Commanders performance, we cleared the tanker and "T" did an excellent landing.
AS the owner I had threatened him with the statement you break it you fix it. "oh to regret those words.
After we had all kissed the ground and changed clothes we started to trouble shoot. The scene of "T" hanging off the prop with the engine not turning was enough for us to accept the engine was US.
Our handling agent returned and offered his services at $400 a day.
By this time I was wise enough to politely say no, under my breath cursing his ancestors.
The one bright source was the Airport Manager, he had recently been seconded from the Bangledeshi Air Force to run Chittagong Airport. He understood our prediciment and arranged a young friend of his to act as our guide/interpreter and goffer.
Over the next 5 days we removed the engine, crated it and the other departed, leaving me to arrange customs. HERE IS WHERE THE CORRUPTION STARTED.
The Customs agent, a supposedly reputable company assured me it would be on the Malaysian flight that I was booked on - HE LIED.
It took nearly three weeks before it left Bangladesh. Then when it arrived in Sydney, his bill was attached. His charges for arranging customs $US4,500 - or about $3500 too much.
I spent the next week arguing with the Sydney agent until I threaten to send the engine back. This would have meant the Bangleshi customs agent would not get paid and he would have to wear the return air freight.
Finally he agreed to halve his bill.
Now with the engine back in Sydney, Billyara disassembled it and found the following
1. The generator may not have been overhaulled, this caused its bearings to fail and create a serious vibration. As it is a direct drive this vibrated the front crankcase bolts to loosen. the first bearing rotated and blocked the oil gallery. Thus one siezed engine.
End result was, replacement of crankcase, crankshaft, camshaft and turbo charger, along with overhaul of the prop governor.
Mid september I Air freighted the engine back to Dhaka, Bangladesh only to find that the original customs agent had not got a return import licence.
No amount of talking would persuade bangladeshi Customs to move, so the engine sat in the boinded warehouse for over a week. This is despite Bangladesh being an ICAO signatory where its convention states AOG spares being imported to repair an aircraft are duty free and should be expidited.
After paying, what amounted to serious money, in "fines" read as bribes I obtained my engine and we trucked it to Chittagong where it was installed by a very competent US licenced engineer.
All was well in the world and we decided to depart that day, as the magic of Bangladesh had worn off.
Can all of you imagine the scene, it was dark, to the north was thunderstorm, our track was clear weather across Burma to Bangkok.
Slowly eased the throttles up to 44.5 in boost, about to let the brakes go for take off, when I did my normal cross check of instruments, and what did I see, but the left hand engine oil pressure dropping alarmingly.
Quickly shut it down and taxied back to the terminal.
NEXT EPISODE ENGINE NUMBER TWO BACK TO SYDNEY AND WHY I WILL NEVER DEAL WITH AN AMERICAN OVERHAUL FACILITY - BASICALLY THE SEND ENGINE WAS A WALKING TIME BOMB THAT THE OVERHAUL FACILITY TRIED TO COVER UP.
Thread Starter
Next Engine and the start of the flight home
This will be the PENULTIMATE episode of the soap opera, and probably the most expensive.
I left you last time having just shut down the lH engine after oil pressure failure. It was only when I shut down that the reality dawned on me.
Had the pressure held for another 60 seconds I would have been past V1 and somewhere in the neitherland of Vr, not a good place at night with an engine failure on a light twin.
After that sunk in we all went to the Agrabad hotel for copious quantities of German beer, and the usual unpalitable Bangladesh version of a steak.
Next morning we spent all day trying to trouble shot the oil pressure problem as all other indications on the engine showed no problems.
Finally I tried a feather test and all that happened was the engine feathered well but refused to come out, indicating little or no oil pressure.
It was time to remove the engine and send it back to Billyara in Sydney.
This time round I was much better clued up how to handle Bangladesh Customs. It was cheaper and easier time #2.
Once the engine was back in Australia Billyara dissassembled it and gave me the good and bad news.
The good news was no damage, just a bulk strip and new bearings. The bad news - the overhaul shop had seriously endangered mine and the other crew members lives with their overhaul.
The engine failure was attributed to the oil pump sucking air instead of oil. The reason!!!!!!!!!!!
When the engine was overhaulled the overhaul shop had had problems with one of the lower crankcase bolts near the oil pump. The crankcase needed a helicoil to repair an oversized thread, which they installed. BUT in doing so the original bolt couldnt take up the tightness so they simply put in a longer bolt.
This longer bolt pierced the oil gallery leading to the oil pump, but no sufficiently to cause issues. It was only after 132 hours of operation did the hole finally break thru. It was when take off boost power that did it.
When I rang the overhaul shop their answer was simply
The aircraft is in Bangladesh
You are Australian and
We are in California.
See you in court!!!!!!!!!!!!!!!!
Needless to say I contacted the FAA who are now investigagting the matter, and although I will probably never see a $$$$, I have been assured the FAA will pursue it. And the reason they'll follow up on it, was when I explained they could have attended a fatality.
Six weeks later I was back in my favourite country Bangladesh getting my engine thru customs. Now the next problem arose, the whole country was on strike, apparently the lady Prime Minister hates the Lady Opposition Leader!!!!!!!!!!!!!!!
As luck would have it we were able to hire a little truck and they drove in south from Dhaka to Chittagong at night between striking periods. The truck was sooo road worthy. I could see canvas on all the tyres and the rust was a match to the yellow colour, but hey beggars cant be chosers.
Next day we started to instal the engine which this time went smoothly. But then our next issue was fresh engine oil. I couldnt import any so I was forced to buy it locally. Talk about sellers market. The oil was in Dhaka, and the company selling it wanted $US50 per litre delivered, take it or leave it. Naturally as there was no choice I just paid as usual.
Finally after test runs we decided we had had enough of this wonderful country and flight planned to leave ASAP. After a very careful walk around and function test on all systems I was satisfied the aircraft was OK. So at around 3pm we departed Chittagong for a flight over Burman and into Utapoh near Pattaya.
The flight was un eventful, but due to some headwinds we decided to err on the side of caution and land at Dom Maung to refuel before going on to Utopah.
Here we encountered the next set of "Bandits". At Dom Maung the airport had given all handling to just one company Myjet. These people charge accordingly around $US1200 for a technical stop of about 90 minutes.
Fuel was only $US2.45.
After feeling decidly poorer, we reboarded the aircraft and taxied out to the holding point. After applying full power the aircaft seemed to handle normally until we got to 91kts for Vr,. After rotating all of a sudden the left wing dropped and I had great difficulting in maintaing lateral control. It was only 6000 hours experience and brute force that keep the aircraft in the air.
Finally at around 1000 feet and at about 120kts I felt I hads control back. AS Utopah was then only 10 minutes away we elected to continue on and land there.
The approach felt all wrong so I elected to land at normal approach speed plus 15kts or around 110kts. AS I slowed the aircraft for the approach I could feel control was sluggish so in the end I crossed the threashold at 125kts and just flew it slowly onto the runway (runway was 9000 feet being the ex B52 based during the Vietnam war.
When we reached the ramp, and saw the problem I felt like we had used up some of our nine lives in one go - there was one wing with the de icing boots frayed up into a giant speed brake. No wonder the wing dropped with all that loss of lift.
As you can guess the next two days were spent removing the errant boots.
LAST EPISODE WILL BE THE FINAL FLIGHT TO AUSTRALIA, AND NOT QUIET GETTING HOME. PLUS AN SUMMARY OF EACH COUNTRY, THE PLUS'S AND MINUS'S OF EACH. AND FOR THOSE PUNDITS WHO KEEP SAYING WHY DIDNT YOU CROSS THE PACIFIC -THE ANSWER
I left you last time having just shut down the lH engine after oil pressure failure. It was only when I shut down that the reality dawned on me.
Had the pressure held for another 60 seconds I would have been past V1 and somewhere in the neitherland of Vr, not a good place at night with an engine failure on a light twin.
After that sunk in we all went to the Agrabad hotel for copious quantities of German beer, and the usual unpalitable Bangladesh version of a steak.
Next morning we spent all day trying to trouble shot the oil pressure problem as all other indications on the engine showed no problems.
Finally I tried a feather test and all that happened was the engine feathered well but refused to come out, indicating little or no oil pressure.
It was time to remove the engine and send it back to Billyara in Sydney.
This time round I was much better clued up how to handle Bangladesh Customs. It was cheaper and easier time #2.
Once the engine was back in Australia Billyara dissassembled it and gave me the good and bad news.
The good news was no damage, just a bulk strip and new bearings. The bad news - the overhaul shop had seriously endangered mine and the other crew members lives with their overhaul.
The engine failure was attributed to the oil pump sucking air instead of oil. The reason!!!!!!!!!!!
When the engine was overhaulled the overhaul shop had had problems with one of the lower crankcase bolts near the oil pump. The crankcase needed a helicoil to repair an oversized thread, which they installed. BUT in doing so the original bolt couldnt take up the tightness so they simply put in a longer bolt.
This longer bolt pierced the oil gallery leading to the oil pump, but no sufficiently to cause issues. It was only after 132 hours of operation did the hole finally break thru. It was when take off boost power that did it.
When I rang the overhaul shop their answer was simply
The aircraft is in Bangladesh
You are Australian and
We are in California.
See you in court!!!!!!!!!!!!!!!!
Needless to say I contacted the FAA who are now investigagting the matter, and although I will probably never see a $$$$, I have been assured the FAA will pursue it. And the reason they'll follow up on it, was when I explained they could have attended a fatality.
Six weeks later I was back in my favourite country Bangladesh getting my engine thru customs. Now the next problem arose, the whole country was on strike, apparently the lady Prime Minister hates the Lady Opposition Leader!!!!!!!!!!!!!!!
As luck would have it we were able to hire a little truck and they drove in south from Dhaka to Chittagong at night between striking periods. The truck was sooo road worthy. I could see canvas on all the tyres and the rust was a match to the yellow colour, but hey beggars cant be chosers.
Next day we started to instal the engine which this time went smoothly. But then our next issue was fresh engine oil. I couldnt import any so I was forced to buy it locally. Talk about sellers market. The oil was in Dhaka, and the company selling it wanted $US50 per litre delivered, take it or leave it. Naturally as there was no choice I just paid as usual.
Finally after test runs we decided we had had enough of this wonderful country and flight planned to leave ASAP. After a very careful walk around and function test on all systems I was satisfied the aircraft was OK. So at around 3pm we departed Chittagong for a flight over Burman and into Utapoh near Pattaya.
The flight was un eventful, but due to some headwinds we decided to err on the side of caution and land at Dom Maung to refuel before going on to Utopah.
Here we encountered the next set of "Bandits". At Dom Maung the airport had given all handling to just one company Myjet. These people charge accordingly around $US1200 for a technical stop of about 90 minutes.
Fuel was only $US2.45.
After feeling decidly poorer, we reboarded the aircraft and taxied out to the holding point. After applying full power the aircaft seemed to handle normally until we got to 91kts for Vr,. After rotating all of a sudden the left wing dropped and I had great difficulting in maintaing lateral control. It was only 6000 hours experience and brute force that keep the aircraft in the air.
Finally at around 1000 feet and at about 120kts I felt I hads control back. AS Utopah was then only 10 minutes away we elected to continue on and land there.
The approach felt all wrong so I elected to land at normal approach speed plus 15kts or around 110kts. AS I slowed the aircraft for the approach I could feel control was sluggish so in the end I crossed the threashold at 125kts and just flew it slowly onto the runway (runway was 9000 feet being the ex B52 based during the Vietnam war.
When we reached the ramp, and saw the problem I felt like we had used up some of our nine lives in one go - there was one wing with the de icing boots frayed up into a giant speed brake. No wonder the wing dropped with all that loss of lift.
As you can guess the next two days were spent removing the errant boots.
LAST EPISODE WILL BE THE FINAL FLIGHT TO AUSTRALIA, AND NOT QUIET GETTING HOME. PLUS AN SUMMARY OF EACH COUNTRY, THE PLUS'S AND MINUS'S OF EACH. AND FOR THOSE PUNDITS WHO KEEP SAYING WHY DIDNT YOU CROSS THE PACIFIC -THE ANSWER