FERRYING AND AIRCRAFT FROM THE USA
 

I thought I would start a new thread with a description of the trials and tribulations of ferrying and aircraft from the USA to Australia via Europe.

The aircraft in question was an AC685, containerising it was not an option as the wings do not detach so it was either the Pacific or the longer European route.

Having no desire to endure 13 hours at 200kts over water we elected to do the longer flight.

USA
This is the most hospitable country on earth for General Aviation. People actually go out of their way to assist.The exception to this is the TSA or as the Americans call them "Thousands Standing Around".

Although the FAA would rubber stamp our licence and Instrument ratings the TSA takes up to 12 weeks to assess that you are not a terrorist. So to over come the licensing problem of flying a US registered aircraft in US airspace we engaged a young 300 pilot to act nominally as PIC. He sat in the right seat for the whole journey.

General paper work in the USA for the export C of A was easy and the DAR we have was pleasant to deal with.

The day we departed the US was typical of the hospitality of the country. Upon arrival at Burlington Vermont to refuel, the local FBO pulled out the red carpet upon going inside they just handed us the keys to a Prius and said go and have lunch we will look after the aircraft - how much fuel do you require? Now that was service, and the cost ZERO as we had bought 800 litres.

Customs was easy exiting the US, only a cursory glance at our passports, didn't even want to stamp our gen dec.


CANADA

Quebec
Again a pleasant arrival, helpful service, but at a cost around $C200 but no hassles and minimal customs

Inuquit

This is on the Hudson Bay, a gravel runway with a 25kts crosswind as a permanent feature. Drum fuel only and $C3.3 per litre and they took credit card.

Frobisher Bay
Again service excellent and the handling cost $C350. The shock came when we went to the hotel, the rooms were reasonable but dinner for three of us was over $C350

Departing Canada the customs was non existent. Fuel was only $3.00 per litre due to it being a remote area no GST.

GREENLAND

Kangerlussuaq (Sondre Stromfiord)

This is probably the tamest of the Greenland runways, with hills to the north of thruway just 150 metres way towering some 300 above the runway. Luckily the weather was good and a visual approach was available.

Again the formalities were almost non existent and the service excellent. Fuel was only $US2.72per litre.

But accommodation being high season was excessive. Around $US300 per room with cheap Ikea furniture and curtains hat didn't close properly in a region was midnight sun.

Our flight across the Greenland was absolutely amazing at FL150, but it is easy to see how you could get caught with white out here.

ICELAND

Like the journey so far, Iceland is also very hospitable and reasonable. With minimal formalities. Fuel was $US3.20 per litre.

FLIGHT ACROSS THE ATLANTIC

The flight across the Atlantic was not the hassle everyone made out. Probably because we had a high performance twin with 7 hours fuel and 200 kits ground speed. Our only problem was the HF refused to work so we had to use a track slightly north to remain in VHF coverage.

SCOTLAND

This is where things started to get more complicated, upon entering Scottish airspace we were give three choices, basic, medium and premium ATC service, all at different pricing- talk about "do you want fries" type scenario.

Traffic now started to get more numerous and on final into Prestwick we were told to speed up to 150 it's until short final. The reason we had a RAF A330 tanker behind us.

Here again service was excellent and the FBO charges were only $US200. Fuel was $US3.30 per litre

The only problem here was weather, but heck it is Scotland.

ENGLAND

Due to a mechanical problem we had to make a stop over at Biggin Hill to have a
Fuel pump changed. The flight down the United Kingdom, although extremely crowdedness airways was pleasant and interesting. Biggin Hill being to the south of London meant we had to be vectored in the LONDON FIR.

The easy at which this was done left us astounded. If it was Sydney it would have been a hassle, here we virtually flew over the centre of London.

Again service was excellent, the engineering company Falcon Air Services did our work could not have been more helpful,charged a reasonable cost and the Indian owner even drove us to and from the airport.

I'LL DO THE NEXT SEGMENT IN A FEW DAYS. THE NEXT PART IS WHERE LIFE GETS HARD PRICES ARE WHAT THE MARKET WILL BEAR.

Interesting story. Keep it coming.

Yes please. I would like to read more.

FERRYING AND AIRCRAFT FROM THE USA
 

C'mon DHP! We are all on the edge of our seats wondering if you are stranded in New Zealand.

Phone Home

Part 2 England to Egypt
 

In this section we go from civilised aviation to countries that just price gouge.

ENGLAND TO CANNES (France)

When we departed Biggin Hill it was very British and civilised, and although our route was over some of the busiest parts of Europe the service was great.

We elected to go at FL130, and when we hit French air space, the service was as good but the language changed with aircraft talking in French. This was a bit disconcerting as we were unsure as to whether they were conflicting traffic.

Upon entering the Cannes CTA the French controller was extremely professional. The best part was the young French lady who was out liassion person.

Total, the fuel supplier turned up and refused to give us any fuel. The reason being we didn't have any red AVGAS stickers next to the inlet ports. Apparently it is a requirement under EU rules. But after some discussion he found a couple in his truck - all was forgiven and we got the 800 litres at $A2.90 per litre.

The take off from Cannes was interesting to say the least. The temperature was around 40C and we were at gross, the take off roll used most of the runway. But the best part was the locals had built a block of flats close to the end of the runway.

At 50 ft trying to concentrate of maintaining climb profile it was interesting to see out of the corner of my eye washing on the verandahs.

CANNES TO MALTA

This sector was still in Eurocontrol and again was professional as we operated at FL140, even when we entered Italian airspace the accent changed but the service was good.

Coming into Malta is very picturesque, and appeared very dry. You fly over Gozo Island then you see the cliffs of Malta. At our altitude you could easily imagine what it was like during World War II.

Upon landing we were handled by Executive Aviation for a charge of $A700, fuel was $A2.55. These people although expensive were excellent. What they charged for handling we certainly saved on the hotel charge that they arranged.

Again take of from Malta was easy.

MALTA TO IRAKLION (Greece) TO ASWAN (Egypt)

This sector was totally over water at Fl150, the control was great until we hit IRAKLION CTA, Greek control was to say the least chaotic.

To enter the CTA you cross the coast and 15000 to clear the mountains then all of a sudden you need to descend at 2000 feet per minute to enter the circuit.

Our aircraft doesn't like these sort of descent so by the time I was in the down wind sector I was doing 200 kts gear down at 7000 feet. In the end we had a long down wind and turned base at 3000 feet. Finally crossing the threshold at 150kts.

After landing I watched a Russian A320 doing exactly the same type of landing, it just seemed to be the norm.

Handling was done by Goldair, who were not very efficient. Refuelling took over 2 hours, and the cost $A4.40 per litre.

The take off from IRAKLION was easy as we seemed to pick a quiet time. This sector was mostly over water at FL140. When we reach Egyptian air space the standard deteriorated dramatically.

THE NEXT PART WILL BE EGYPT TO BANGLADESH

Can't wait to read the rest of the story dhp. Rumours have it that it gets very interesting from here on.....;)

I have it on good authority that from there it goes down hill fast until Broome.

Great story, but without pics.....it did not happen! := :}

Yep, it gets better (worse!)
 

I have had the sneak preview of the best (worst!) bits yet to come...

I suspect this from the opening post might come to have some poignancy.

13 hours with 7 hours endurance opens another can of worms... As simple as it might look on paper by *simply* using ferry tanks, there is a lot to it; time, cost effort and planning but based on where this story is headed I will be keen to find out if it would have been worth it!

http://<a href="http://s1341.photobu...ps442da7e0.jpg[/IMG]

Some photos as requested
 

image1Small_zps442da7e0.jpg Photo by john_ives1 | Photobucket


IcingSmall_zps20e1fbc2.jpg Photo by john_ives1 | Photobucket

CannesSmall_zps531bc021.jpg Photo by john_ives1 | Photobucket

IraklionSmall_zps5b2f4a50.jpg Photo by john_ives1 | Photobucket

The photos are

1. Greenland Coast

2. Airframe icing over Atlantic Ocean

3. The aircraft AC 685 N9199N at
4. Cannes14000 foot hills over Iraklion Crete

I'll endeavour to learn how to post them live rather than via web site. Help gratefully accepted

dhav

For quick easy posting where you don't need to join a web site and don't want to catalogue a photo and let it go off into the void afterwards, I use

www.tinypic.com

Hit the upload button,
choose photo,
enter the anti spam code if it asks
and then copy the IMG code (including the IMG letters) and
paste straight into the thread here.

All done.

Glad to see someone using the old fire-breathing Commander 685 like it was designed to do. These birds are getting rarer and rarer. I almost bought one myself. But if you want one of the quietest and biggest cabin class twins ever made, this is the one. With the 322gal tanks they have great legs. I hope she'll keep flying for many years more, although they're not the easiest on the wallet.

AdamF,
Sounds like you do not have much experience with the actual aircraft, or the engines.
At least they speeded the development of the 690 --- the basic airframe really needed the extra HP the Garrets provided. As a good mate of mine, with a large part of his career bound up with various Aero Commanders will tell you for free: "Most spectacularly underpowered aircraft I ever operated".
Tootle pip!!

Lead sled,

With around 150 hours in the 685 I can tell you the power to weight ratio for them is better than a chieftain

Aero Commander 685. 9000lbs. 870hp cleaner fuselage

Piper chieftain 7365lbs 700hp dirtier fuselage (with vortex gen)

Having experienced an engine failure in a 685, I know which aircraft I would rather be in

Bob Hoover
 

Bob Hoover seemed to do ok with no engines!

and hereth comes the peanut gallery! :rolleyes:


Good job DHPilot, am keen to read more and see more pictures!

I wonder how your 300 hour CPL was feeling knowing that he was along for the ride :ok:

My 300 US pilot worked out real well, he went from little experience to a valuable co pilot. As a much younger person than me he mastered the Appollo Mx20 GPS in no time flat.

He also was a god send in doing the radio calls.

And finally he understood that the two other pilots had 6000 & 2500 hours experience respectively, and accepted our experience.

The end result was when he returned to the USA he suddenly went from being an low time instructor, to someone who had international experience. I believe he is no in he running for a couple of Jet co pilot gigs based on this experience.

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

I was actually referring to this LS :ok:

Are you still stuck in Mumbai? If not I am enjoying this report and look forward to an update.

Will get the next installment done tomorrow with pictures

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

http://s8.tinypic.com/esnct2_th.jpg

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.

http://i60.tinypic.com/rlvm9h_th.jpg

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.

http://i58.tinypic.com/20rn2g8_th.jpg

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.

http://i62.tinypic.com/k3lsv5_th.jpg

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.

http://i60.tinypic.com/2co0p39_th.jpg

NEXT INSTALLMENT - HOW TO BLOW UP TWO ENGINES AND THE LOCALS GAME OF HOW MUCH MONEY CAN WE TAKE FROM THESE AUSTRALIANS!!!!!!!!!!!!!!!!!!!!

Oh dear, this doesn't sound like a good next chapter!

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?:E:E:E

Just wait until Bangladesh. Only fractionally less crap than India.:}

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.

Probably could have chosen a better turn of phase!

Wasn't Indian fuel that killed your donks, was it? Got a batch once that had a charming spew green colour...

20/20 hindsight?:ok:

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...:ok:

Ps. Sorry to be a killjoy, but Earth Rounders qualification has to be in the one aircraft.

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)

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.

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.

I will second that. great hearing about your trip, thank you.

There is no doubt of the wonderful handling characteristics of all the Aero Commander piston twins, and the turbo-props, versus anything made by Piper, Beech or Cessna. However, there is a bit more too it than a simple comparison of power to weight ratio ---- and I am not, for one minute, suggesting that the good old Chieftain is better --- quite the contrary.
Compared to the direct drive engines, all the GSIO/GTSIO engines are rather fragile.
Tootle pip!!

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.
http://oi61.tinypic.com/if3lvr.jpg
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.

http://i61.tinypic.com/2cp232q_th.jpg


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.

http://i62.tinypic.com/256vl0j_th.jpg


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.

Very good read, boys adventure, BUT, with big dollars, sorry about your misfortune.
I am a big fan of Aero Commanders, from a previous life.

Beginning to sound like .... a day in the life of a GA Pilot! :zzz:

This is like an expensive episode of Ice Pilots.

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.

http://i59.tinypic.com/2a5jfa1_th.jpg

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.

http://i57.tinypic.com/2pza0r8_th.jpg

http://i61.tinypic.com/2liyk3r_th.jpg

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.

http://i62.tinypic.com/2py46pz_th.jpg

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.

http://i62.tinypic.com/2czobip_th.jpg


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.
http://i58.tinypic.com/eg7jpy_th.jpg

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