A new paint job and this Piper Navajo is up for hire and reward
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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Some might ask if there is such a thing as a "decent Chieftain"
The last time I flew one was a tad over 10 years ago when I did a bit of casual work for the then Airlines of South Australia.
And whilst some of the Pilots I flew and worked with would grizzle about `bloody Chieftains,` when I asked if there was anything wrong/unairworthy/unsafe/etc etc they had to concede there was no reason for complaint! (they generally had Turbine desire in their eyes, quite understandably!)
Everything worked as required and if anything went u/s it was fixed.
In all my time with them I only remember the following defects showing up;
An autopilot went U/S (So we flew the whole trip as a 2 pilot op)
One EGT gauge likewise. (Finished the flight using the fuel flow gauge as a reference, running on the rich side)
A HF radio went bagarup! (Downgraded to VFR sartime)
The defects were reported when we returned to base, and fixed before the next scheduled flight.
The really sad part is that of those three Chieftains I flew in back in those days only one is left. Two were destroyed within months of being sold!!
I never did tell any of those blokes just what some of the Bongo vans and A model 402`s were like that I used to fly in PNG back in the early 90`s.
Maybe I should have!!
Pinky,
I know of someone who owns a BE35 that budgets for a bit under 100 hours per year. That's at $385-00 per hour including fuel. Fortunately, he has a small number of former aviator friends who are prepared to cost share.
I know of someone who owns a BE35 that budgets for a bit under 100 hours per year. That's at $385-00 per hour including fuel. Fortunately, he has a small number of former aviator friends who are prepared to cost share.
The only GA operator I know whose maintenance is without question is the RFDS. If it breaks, it's fixed regardless of cost and no comebacks whatsoever ever on pilots for writing up defects. But they aren't a commercial organisation which has to make a profit.
Anyone like to add to the list ?
Anyone like to add to the list ?
Metro Man, I'd like to add hinterland aviation to your list. Nothing too big, small, time consuming or expensive to be fixed. Mind you, they have a dozen engineers and a very well stocked spares room.
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Anyone who flew Navajos or Chieftains remember having to slip your hand under the instrument panel and flick the solenoid lock pin out of the gear lever with you thumb nail before you could select the gear up ?
The Aztecs with the damaged cam inside the flap selector housing ( required some manipulation) that could prevent the flaps from working?
Remember having to remove cowls to belt the starter housing in order to loosen up the starter pinion gear solenoid for an engine start?
Other option was to attempt an air start, after getting it in the air , on one engine.
There was that infamous individual from my time who was known for doing this ( rumoured ) .
The Aztecs with the damaged cam inside the flap selector housing ( required some manipulation) that could prevent the flaps from working?
Remember having to remove cowls to belt the starter housing in order to loosen up the starter pinion gear solenoid for an engine start?
Other option was to attempt an air start, after getting it in the air , on one engine.
There was that infamous individual from my time who was known for doing this ( rumoured ) .
Metroman, I can think of a number GA operators who had / have excellent aircraft and maintenance to match. They would sail through any casa / external audit or pilot wish list.
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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Other option was to attempt an air start, after getting it in the air , on one engine.
Thread Starter
Remember having to remove cowls to belt the starter housing in order to loosen up the starter pinion gear solenoid for an engine start?
I selected a cartridge and tried to start the engine (A Bristol Centaurus, would you believe?) Prop spins a few revs, lots of black smoke but doesn't catch. Pilot's Mate does a Tarzan act and springs first onto the wheel and then leaps on to the wing and produces a nasty looking rubber mallet from behind his back.
I was about to wind the canopy shut to protect myself, but before I could do so, the PM delivers a terrible blow with said mallet to a certain sweet spot at the back and top of the Centaurus. Seems there is a starter solenoid there which sometimes sticks.
The PM then leaps to the ground or deck or whatever, and with a thumbs up says "Try that, Sir". Flattered at being called "Sir" for the first time in my life when actually I was a sergeant NCO pilot, I selected another cartridge and tried again - this time successful.
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!
Age: 69
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Me thinks that "Pinky" has led a bit of a sheltered life.
Those who know me may think otherwise. And quite frankly I don`t care anyway.
AFAIC, I no longer have anything to prove.
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Never said that you had anything to prove .
Are we in a pis.ing competition?
You are the one who called BS .
All I need to do is mention a name and several from that era would probably nod in agreement.
None of us have seen everything but, looking at the date of your earlier post, this was before your time perhaps.
Moderator
John, I am surprised by your comments and failure to read between the lines.
When I post as JT, I need to tread a fine line ... too much reading betwixt the lines can get a mod into hot water without too much effort.
Enjoying the thread, I am .... and there is a value to be had for the newchums in these sorts of robust discussions.
As a side comment, I always enjoyed my Chieftain time .. not quite so keen on the little one, though.
When I post as JT, I need to tread a fine line ... too much reading betwixt the lines can get a mod into hot water without too much effort.
Enjoying the thread, I am .... and there is a value to be had for the newchums in these sorts of robust discussions.
As a side comment, I always enjoyed my Chieftain time .. not quite so keen on the little one, though.
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I will second the BS on taking off in an Aztec on one engine and airstarting the other. I owned one - they wont even TAXI on one engine let alone take off. 
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Sorry for the thread drift, but I have heard of someone air starting the tail engine on an empty Trislander, then landing, shutting down the wing engines, loading and leaving. But even that sounds like a stretch!
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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starting the tail engine on an empty Trislander, then landing, shutting down the wing engines, loading and leaving. But even that sounds like a stretch!
International Trader; Let`s have some names, dates and a/c types involved (PM if you like) but I still call BS.
I heard the story of someone doing the excercise you described in a BN2 when I was in PNG, and even the teller of the tale said that in his opinion it was BS.
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A looong time ago, I believe the original Rockwell 500 (IIRC) was flown across the USA with the 2nd prop stowed in the cabin.....
n 1950, when the developers were working to satisfy Civil Aeronautics Authority (CAA) regulations for certification of the 500, they chose a novel method of demonstrating its single-engine safety and performance: They removed one of the two-bladed propellers, secured it in the aft cabin, and flew from Bethany to Washington, D.C. on one engine. There they met with CAA personnel, then replaced the propeller and returned to Oklahoma in the conventional manner.
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Oh Pinky, now you ask too much!
Names, dates, places ...... on a rumour site?
For what purpose, to convince you?
I doubt that it would.
I did say that I had heard that it had been done and it is nice to hear that you also have heard of it.
Now a 3rd event.
At least we are on the same page on that.
Perhaps, if the person concerned is reading, he may wish to comment.
I don't have any time on a Trislander but, it should be easier with the centre engine out at light weights as it is a controllability problem in a twin.
I didn't mean to suggest that the aircraft was an Aztec, I never was told the type concerned.
As far as Aztecs do go, I have taxied them on one several times without any trouble.
I have noted many aircraft owners to have , let's say, " limited " abilities.
Names, dates, places ...... on a rumour site?
For what purpose, to convince you?
I doubt that it would.
I did say that I had heard that it had been done and it is nice to hear that you also have heard of it.
Now a 3rd event.
At least we are on the same page on that.
Perhaps, if the person concerned is reading, he may wish to comment.
I don't have any time on a Trislander but, it should be easier with the centre engine out at light weights as it is a controllability problem in a twin.
I didn't mean to suggest that the aircraft was an Aztec, I never was told the type concerned.
As far as Aztecs do go, I have taxied them on one several times without any trouble.
I have noted many aircraft owners to have , let's say, " limited " abilities.
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NOT ONLY IN G.A.
Like JT I also have had the priviledge of knowing 50 CENT-TAURUS for a long long time.He has a very good aviation brain and from time to time when I find myself stumped, especially on training issues, turn to him for some good advice.
CENT will remember the many stories I have told him about one of my earlier employers in a far away land who operated 757s at the time.I noticed him both laughing his head off and looking at me strangely as if I was bloody liar/loony when he heard of the following maintenance "problems" on the 757.
1.A composite leading edge panel around 2 feet wide and 16 feet long rapidly breaking up in flight and disappearing completely from the 757 WHILE OVERHEAD A MAJOR CITY.The yoke had about 20 degrees deflection just to keep wings level.
2.At 35000 feet a large bang was heard followed by yoke deflection, upon inspection at XXXX the left engine COWLING was completely missing/gone.Someone got a free garden shed.
3.The RB211 engine on one 757 regularly flamed out at idle at TOD and was not able to be restarted.I flew it to investigate and the same thing happened.I grounded it.The CEO called me to demand that I fly it back to XXXX ON ONE ENGINE!!! without PAX or CREW.When I refused/said it cant be done he said "why not? you always do this in the simulator"!!! I kid you not.
I have about 15 more crazy examples like these but will save them for the bar.NOT ONLY IN G/A!!!!
CENT will remember the many stories I have told him about one of my earlier employers in a far away land who operated 757s at the time.I noticed him both laughing his head off and looking at me strangely as if I was bloody liar/loony when he heard of the following maintenance "problems" on the 757.
1.A composite leading edge panel around 2 feet wide and 16 feet long rapidly breaking up in flight and disappearing completely from the 757 WHILE OVERHEAD A MAJOR CITY.The yoke had about 20 degrees deflection just to keep wings level.
2.At 35000 feet a large bang was heard followed by yoke deflection, upon inspection at XXXX the left engine COWLING was completely missing/gone.Someone got a free garden shed.
3.The RB211 engine on one 757 regularly flamed out at idle at TOD and was not able to be restarted.I flew it to investigate and the same thing happened.I grounded it.The CEO called me to demand that I fly it back to XXXX ON ONE ENGINE!!! without PAX or CREW.When I refused/said it cant be done he said "why not? you always do this in the simulator"!!! I kid you not.
I have about 15 more crazy examples like these but will save them for the bar.NOT ONLY IN G/A!!!!
