Nightmare Ownership Scenario
Join Date: Mar 2001
Location: Caribbean
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Nightmare scenarios:
How about your partner dissapearing with the helicopter, locking it away in an unknown location so no one can find it. Then trying to sell it as his aircraft.
Or your partner not paying his monthly dues and flying the rocks off the helicopter, logging the hours in his log book and selling hours on the aircraft to third parties. All without logging any of the flying in the tech log.
Both scenarios I have come across.
How about your partner dissapearing with the helicopter, locking it away in an unknown location so no one can find it. Then trying to sell it as his aircraft.
Or your partner not paying his monthly dues and flying the rocks off the helicopter, logging the hours in his log book and selling hours on the aircraft to third parties. All without logging any of the flying in the tech log.
Both scenarios I have come across.
Join Date: Dec 2000
Location: Ask the voices!
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How about buying a brand new aircraft, going to the distributor the day that it is getting it's CofA to accept the aircraft for it then to be put on a truck to be taken to where you'll be keeping it. Then deciding, at the last moment, with no planning, to take it "for a whirl" before it gets prepped for transport, only to roll it at the end of the airfield, with the CAA surveyor watching!!!
Everyone O.K, just a damaged ship and some bruised egos!!!
Everyone O.K, just a damaged ship and some bruised egos!!!
Join Date: Jul 2005
Location: leicester
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vital actions,
Dont know if its the same chap, but a well know UK pilot used to demostrate brand new R44 capabilities by entering auto, and the throwing the keys into the back seats!
I know the buyer on this occasion told the pilot where to stick his sale!
Dont know if its the same chap, but a well know UK pilot used to demostrate brand new R44 capabilities by entering auto, and the throwing the keys into the back seats!
I know the buyer on this occasion told the pilot where to stick his sale!
How about the Hiller UH12E that was imported by a crop spraying outfit. There is (was?) a UK requirement to inspect the gears in the main transmission for cracking and the CAA insisted it was done.
On inspection it was found that the overhaul that the main gearbox had was little more than a new coat of paint.
Then it was realised that the engine, tail gearbox and all other overhauled components had been done by the same outfit.
The whole drive train had to be overhauled before a c of a issue.
So much for we can buy a cheaper aircraft in the states.
On inspection it was found that the overhaul that the main gearbox had was little more than a new coat of paint.
Then it was realised that the engine, tail gearbox and all other overhauled components had been done by the same outfit.
The whole drive train had to be overhauled before a c of a issue.
So much for we can buy a cheaper aircraft in the states.
Then there was the Bell 47 that turned out to be a cut and shut job.
The cabin was the wrong width for the dataplate and there were numerous discrepencies. The best was that when the cabin had been installed on the centreframe instead of removing the looms from the donor aircraft with the cabin they cut cut the main loom just behind the cabin and then twisted and soldered all the wires to join it to the existing loom.
You get what you pay for, and a good survey is always money well spent.
The cabin was the wrong width for the dataplate and there were numerous discrepencies. The best was that when the cabin had been installed on the centreframe instead of removing the looms from the donor aircraft with the cabin they cut cut the main loom just behind the cabin and then twisted and soldered all the wires to join it to the existing loom.
You get what you pay for, and a good survey is always money well spent.
Then there was the Bell 206 that had an unusual rivetting pattern on the right hand fuselage side below the engine compartment.
I had walked by it a few times but not having another aircraft to compare it with I wasn't sure.
Eventually curiosity get the better of me and I accessed the structure in the area, via the panel in the roof of the baggage bay.
To cut the story short the aircraft had previously been fitted with an air conditioning system that had been removed.
This installation had required stringers to be removed and doublers fitted.
When the air con had been removed the aircraft had been reskinned due to the holes in the side.
Two sections of stringer were missing and one section had been ground flat.
Who in there right mind reskins an aircraft with structure missing.
The aircraft had to be reskinned this time with new stringers in place.
The best bit was when I contacted the UK company that had imported and obtained the c of a. They denied that it was in this condition when it left their hangar!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
I had walked by it a few times but not having another aircraft to compare it with I wasn't sure.
Eventually curiosity get the better of me and I accessed the structure in the area, via the panel in the roof of the baggage bay.
To cut the story short the aircraft had previously been fitted with an air conditioning system that had been removed.
This installation had required stringers to be removed and doublers fitted.
When the air con had been removed the aircraft had been reskinned due to the holes in the side.
Two sections of stringer were missing and one section had been ground flat.
Who in there right mind reskins an aircraft with structure missing.
The aircraft had to be reskinned this time with new stringers in place.
The best bit was when I contacted the UK company that had imported and obtained the c of a. They denied that it was in this condition when it left their hangar!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Then there was the Hughes 500 import. Numerous mods for which there was no paperwork. Compressor with out of limits damage, structural cracks,
tail rotor blade and main rotor blade leading edges debonded.
Various components that did not tally with the log book.
All of this would shown up on a basic survey. Pity they didn't get one done.
At the time a replacement compressor was about $20,000.
The cost of the survey would have been a fraction of the cost of repairs.
At least the owner of the aircraft would have been able to walk away or get a price reduction. Once its out of the states its your baby.
tail rotor blade and main rotor blade leading edges debonded.
Various components that did not tally with the log book.
All of this would shown up on a basic survey. Pity they didn't get one done.
At the time a replacement compressor was about $20,000.
The cost of the survey would have been a fraction of the cost of repairs.
At least the owner of the aircraft would have been able to walk away or get a price reduction. Once its out of the states its your baby.
It might look from the above that I've got a downer on aircraft exported out of the states.
Not so, most of the aircraft are in good condition.
I have a downer on idiots that buy unsurveyed aircraft, then blame the UK maintenance organisations that give them the bad news.
Good quality aircraft go for good prices in the states. If something is cheap you should be asking why.
People seem to think that a c of a is some sort of quality guarantee, it isn't and that goes double for an export c of a.
All the above with the exception of the 206 were owner purchased.
Not so, most of the aircraft are in good condition.
I have a downer on idiots that buy unsurveyed aircraft, then blame the UK maintenance organisations that give them the bad news.
Good quality aircraft go for good prices in the states. If something is cheap you should be asking why.
People seem to think that a c of a is some sort of quality guarantee, it isn't and that goes double for an export c of a.
All the above with the exception of the 206 were owner purchased.
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Join Date: Jan 2007
Location: Spain
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MD 600!
Fine! Actually, happy as a pig in ****
No, I floated the subject having read the thread on a guy considering starting a commercial charter company. finals09 said that he'd spent 350,000 pounds running their 355 over the last 6 years, and I wondered how much worse it could get!
Fine! Actually, happy as a pig in ****
No, I floated the subject having read the thread on a guy considering starting a commercial charter company. finals09 said that he'd spent 350,000 pounds running their 355 over the last 6 years, and I wondered how much worse it could get!
Join Date: Apr 2004
Location: ˙ǝqɐq ǝɯ ʇ,uıɐ ʇɐɥʇ 'sɔıʇɐqoɹǝɐ ɹoɟ uʍop ǝpısdn ǝɯɐu ɹıǝɥʇ ʇnd ǝɯos
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Export C of A (What does it look like?)
Must an Export C of A be done?
Does it actually remove any country specific mods?
What if a machine is broken down and brought into the destination country as a dismantled machine or project?
If an export C of A is done along with a 100 hourly (Australian rules) can the machine be flown in original country (oz) until expiry of the 100 hours and then be shipped?
To be more specific I am considering purchasing an Oz Bell 47 and taking it to NZ.
OOW
Does it actually remove any country specific mods?
What if a machine is broken down and brought into the destination country as a dismantled machine or project?
If an export C of A is done along with a 100 hourly (Australian rules) can the machine be flown in original country (oz) until expiry of the 100 hours and then be shipped?
To be more specific I am considering purchasing an Oz Bell 47 and taking it to NZ.
OOW
