True North 407 down in the Kimberleys
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May be incorrect here (dointime is sure to know) but for topendtorques benefit does not the 407 remember any abuse a pilot may throw at it ie exceedences ? such as tq/ N1/ t4-tot?? and leave these for all to see (al la b3 etc) If so sorta makes topends point about local knowledge a little offtrack and (although as said happy to be corrected) more of a jealous comment and a display of lack of true north pilot background than a serious addition to the forum. i don't think any of the pilots who fly on the boat are on their first job- remember although this is an discussion board it is also a public forum and one may well think ok if i was in the pub with the guys in question would i be that brave or disprespecful to verbalise these in front of them (and others in earshot) .even if the 407 doesn't remember abuse do you really think that pilots will abuse a machine like your comment insinuated and that one of the top end gurus wouldn't?
just food for thought not an initiator of a slanging match
just food for thought not an initiator of a slanging match
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I think chook that if you re-read TET's last post, he was commenting on the a/c's performance whilst working fires (bucket brigade) and the impression is that the a/c was a slug (not a star performer).
I think he is saying that the a/c may have been tired, (?? how does a turbine get tired
) before it got there.
The earlier post about locals not crewing it have been answered.
I wonder if my experience on B206 in hot conditions in Mildura would help get a job up north? DA of 3000' + in summer.
I think he is saying that the a/c may have been tired, (?? how does a turbine get tired
) before it got there.The earlier post about locals not crewing it have been answered.
I wonder if my experience on B206 in hot conditions in Mildura would help get a job up north? DA of 3000' + in summer.
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""perhaps if they had used the local drivers to crew it, who would have been very respectful of the local ambient furnace conditions, then the 407 donk may hve lasted longer?""
CYheli the above is the comment by tet and that is a suggestion that the pilots are by choice or by lack of knowledge abusing the machine and this may have contributed to the engines failure. It also shows a distinct lack of understanding of the fundemantals of heat in particular and the management of a turbine engine. Without opening myself to the experts out there I think we can safely say that if a pilots looks out for the 3 limits on a engine and maintains it within these, the donk/ transmission doesn't care whether its in Antartica or top of Everest. All that happens is that you may be able to lift more in lower DA than high and a different limiting factor will probably be reached at differing DA's ie one may be tq limited at one DA and temped out at another. Sure a donk may for a given tq (ie load its lifting) may be able to run slower and burn less fuel (cooler) - and theoretically last "longer" or be in better condition at overhaul, but if its run within its limits and operated as a turbine probably would be when carrying passengers it can't be said to be abused. You do your performance figures for a given day load up accordingly and using your judgement based on the machine in use (if you are aware that it is a slug etc) vary the load to maintain the donk within its operating parameters. I am sure the blokes of TN are well aware of how much they can lift on days up there>> TET suggested by comments that the furnace conditions and the lack of local knowledge caused the engine failure and you suggest that the tired donk made it a **** lifter - who knows??
As stated the use of pilots from local is already covered and aknowledged by tet in his next post.
my whole point is and has been with my last posts in this subject that people should be very careful that the glass houses they live in don't get stones thrown at them back, ie be careful of how, why and what they criticise people espically when they have NO knowledge of the facts (are the accident investigators finishing their look see yet and is the report published?). As per my response before why comment when the knowledge level is low and think if the position was reversed would they be happy to have all and sundry read that their proffesionalism is in question. I am sure they would bitch like little kids if it were the other way. Why bother to coment at all
regards chook13
CYheli the above is the comment by tet and that is a suggestion that the pilots are by choice or by lack of knowledge abusing the machine and this may have contributed to the engines failure. It also shows a distinct lack of understanding of the fundemantals of heat in particular and the management of a turbine engine. Without opening myself to the experts out there I think we can safely say that if a pilots looks out for the 3 limits on a engine and maintains it within these, the donk/ transmission doesn't care whether its in Antartica or top of Everest. All that happens is that you may be able to lift more in lower DA than high and a different limiting factor will probably be reached at differing DA's ie one may be tq limited at one DA and temped out at another. Sure a donk may for a given tq (ie load its lifting) may be able to run slower and burn less fuel (cooler) - and theoretically last "longer" or be in better condition at overhaul, but if its run within its limits and operated as a turbine probably would be when carrying passengers it can't be said to be abused. You do your performance figures for a given day load up accordingly and using your judgement based on the machine in use (if you are aware that it is a slug etc) vary the load to maintain the donk within its operating parameters. I am sure the blokes of TN are well aware of how much they can lift on days up there>> TET suggested by comments that the furnace conditions and the lack of local knowledge caused the engine failure and you suggest that the tired donk made it a **** lifter - who knows??
As stated the use of pilots from local is already covered and aknowledged by tet in his next post.
my whole point is and has been with my last posts in this subject that people should be very careful that the glass houses they live in don't get stones thrown at them back, ie be careful of how, why and what they criticise people espically when they have NO knowledge of the facts (are the accident investigators finishing their look see yet and is the report published?). As per my response before why comment when the knowledge level is low and think if the position was reversed would they be happy to have all and sundry read that their proffesionalism is in question. I am sure they would bitch like little kids if it were the other way. Why bother to coment at all
regards chook13
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I agree with you chook, hence the reason that I posted about "how does a turbine get tired?" This was tongue in cheek. TET's suggestion, unless I am reading it wrong, was at some stage, someone over did a limit.
The point I was making, which really didn't matter, was that first TET had a go at the driver (not being a local), and then had a go at the a/c (it had a bad reprutation).
I have trusted TET's posts prior to this and I think he may have had a bad day himself or was just venting. I don't, or ever have, worked with the man, but he does seem to have his finger on the pulse.
We pilots are an impatient bunch and when something goes wrong (prang) we want to know what happened. Partly out of morbid curiousity and partly out of learning from it. There would be a few finger pointers who would say "I'd never do that!" with plenty of chest beating without really knowing just what went wrong.
Well done to those involved.
The a/c didn't have every seat filled, so it looks like wgt was considered. There is a photo of a float inflated, so I hope the pilot got them off, but it just didn't hold.
And most importantly, everyone got out and those that needed help once outside, got it straight away!
Thread creep: - Aviation will be a very expensive place if everything was an IFR twin. There are calls for twin IFR for EMS, MPT, these marine based charter ops... TET will be calling for a twin for mustering soon.
Just because the flight takes the pax overwater, doesn't mean that they need to be in a twin.
The point I was making, which really didn't matter, was that first TET had a go at the driver (not being a local), and then had a go at the a/c (it had a bad reprutation).
I have trusted TET's posts prior to this and I think he may have had a bad day himself or was just venting. I don't, or ever have, worked with the man, but he does seem to have his finger on the pulse.
We pilots are an impatient bunch and when something goes wrong (prang) we want to know what happened. Partly out of morbid curiousity and partly out of learning from it. There would be a few finger pointers who would say "I'd never do that!" with plenty of chest beating without really knowing just what went wrong.
Well done to those involved.
The a/c didn't have every seat filled, so it looks like wgt was considered. There is a photo of a float inflated, so I hope the pilot got them off, but it just didn't hold. And most importantly, everyone got out and those that needed help once outside, got it straight away!
Thread creep: - Aviation will be a very expensive place if everything was an IFR twin. There are calls for twin IFR for EMS, MPT, these marine based charter ops... TET will be calling for a twin for mustering soon.
Just because the flight takes the pax overwater, doesn't mean that they need to be in a twin.
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Originally Posted by CYHeli
Just because the flight takes the pax overwater, doesn't mean that they need to be in a twin.
Because the CP found that NSW Fire Ops is more attractive, the status quo returned to the 407 doing ship ops and the EC-145 contracting for fire fighting, instead of the other way round
FWIW, the 407 seemed to perform well enough back when it was used in NSW, no major issues with performance or with bucket lifts. But obviously a shiny new glass cockpit 145 is a major attraction, especially for all those dusty paddocks 
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Cyheli- roger your tongue in cheek ref tired donks (missed that- appologies) . sorta fail to see why people feel the need to slag others when facts are not known (ala TET and co) does not show a real supportive aviation (pilot) community- you'd think pilots versus (some) companies management and the poor treatment they sometimes receive would be enough to get pilots on the same team not using anonymous forums to take cheap shots at others when facts are not known and obviously levels of knowledge about subjects in general are sadly lacking
cheers
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cheers
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Local as Local gets, without the suntan.
I have been sitting back and watching this thread, and everytime someone says 'Lets just wait and see what the investigators find out first before we open our mouths," I think, finally, I wonder if everyone who has written comments which could be taken to be slanderous and at the least offensive to those involved, will finally realise that it would be the decent thing to do.
Now, I know this is a rumour forum, and hypothesising these events is a great mental exercise which stimulates technical arguments we all benefit from, but you can do that without making uninformed personal opinions on the skill of the pilot.
I personally know all the TN boys, and have worked in the same area with these guys, seen how they operate, and have learnt a lot from them. The operator I was with still does use B206's to transfer people to and from some of the other cruise boats that operate along that coast, and probably will for some years to come. We have never had any incidents, or close calls, even though we operate close to the envelope the whole time. This is all down to the high standards of training and management the we had at the company.
To reiterate for TET, even though someone has already said, I found the comment that 'Perhaps they should use local pilots then' (As if it wouldnt have happened with his great insight if this were the case) highlight the fact that he (TET) has very little knowledge of the operator and the pilots. RC was actually one of the first pilots to operate turbines around the Kimberly, and started with the operator that originally provided the B206 to TN (My old operator). He has spent over a decade flying up there, and is well aware of the effect of heat and humidity, as maybe some others that comment on here are not.
I think perhaps TET if you were to meet him you might feel you had greivously put your foot in a place you would rather it not be. And if you have met him, you must have some personal grievences that make you feel this way, which given this is a 'Professional Pilots Rumour network' would be unprofessional to air.
I would hate to think how you would feel if you were to be in the same situation, and unable to comment due to company requirements and see someone saying the same sorts of things about you.
Anyway, I apologise for the rant, but RC is a friend, and a professional in what he does. All I am asking for is to put yourself in the same position and engage that lump between your ears before you open your mouth and have it fall out.
Chop.
(Theres a reason I don't post very often, I get carried away and don't stop typing)
Now, I know this is a rumour forum, and hypothesising these events is a great mental exercise which stimulates technical arguments we all benefit from, but you can do that without making uninformed personal opinions on the skill of the pilot.
I personally know all the TN boys, and have worked in the same area with these guys, seen how they operate, and have learnt a lot from them. The operator I was with still does use B206's to transfer people to and from some of the other cruise boats that operate along that coast, and probably will for some years to come. We have never had any incidents, or close calls, even though we operate close to the envelope the whole time. This is all down to the high standards of training and management the we had at the company.
To reiterate for TET, even though someone has already said, I found the comment that 'Perhaps they should use local pilots then' (As if it wouldnt have happened with his great insight if this were the case) highlight the fact that he (TET) has very little knowledge of the operator and the pilots. RC was actually one of the first pilots to operate turbines around the Kimberly, and started with the operator that originally provided the B206 to TN (My old operator). He has spent over a decade flying up there, and is well aware of the effect of heat and humidity, as maybe some others that comment on here are not.
I think perhaps TET if you were to meet him you might feel you had greivously put your foot in a place you would rather it not be. And if you have met him, you must have some personal grievences that make you feel this way, which given this is a 'Professional Pilots Rumour network' would be unprofessional to air.
I would hate to think how you would feel if you were to be in the same situation, and unable to comment due to company requirements and see someone saying the same sorts of things about you.
Anyway, I apologise for the rant, but RC is a friend, and a professional in what he does. All I am asking for is to put yourself in the same position and engage that lump between your ears before you open your mouth and have it fall out.
Chop.
(Theres a reason I don't post very often, I get carried away and don't stop typing)
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Enough !
Like chop I to have followed this story.I have worked alongside both RC and JR on several fire seasons in NSW over the years and both have a serious handle on how to fly that machine in all sorts of conditions.
Sometimes the things simply fail,**** happens so build a bridge and get the f%*& over it and rather than waste head space on some sort of witch hunt can the school kids leave the chat,unless you have something constructive to write DON'T BOTHER !.
Can I sence sour grapes here ?.
Sometimes the things simply fail,**** happens so build a bridge and get the f%*& over it and rather than waste head space on some sort of witch hunt can the school kids leave the chat,unless you have something constructive to write DON'T BOTHER !.
Can I sence sour grapes here ?.
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What a ******* Joke thanks to all that posted positively Facts!!!! The Pilot has never left the Kimberley 17 years. The twin was purchased for the fire seasons. The 407 was the best Equipt/Maintained ship in Aust and the engine was 719 hours out of overhaul, and its got a whole you could stick your ******* fist through!!! gee I wonder if I had 2 seconds from max power at 20 ft to sudden stop to fight a machine into the water with floats armed would I have time to think gee ive got to hit this button thats shrowded in this collective leave it to the experts to work out if there are any.
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Originally Posted by corrella killer
The twin was purchased for the fire seasons.
Of course it was
But I will confirm that the 407 was a great ship, and was also a good performer on the fires. Probably better for $=performance than the 145, especially allowing for capital costs
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MMMMMMMM ah dointime and the odd other, are you starting to see a theme emerging here ref to the way pilots should speculate/ consider others/ support fellow pilots/ keep the knives in the draw etc. As stated PPrune is actually to do with PROFESSIONAL pilots, so why not support that theme and make professional statements and judgements or not make any statement at all if you can't be positive or based on any fact, because there is no positive in slander for the person holding the **** end of the stick. Just wait to you end up with a machine going pear shaped on you and see if the "chuck yeagers' (experts) out there begin the great credibilty slaughter on you.
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WRT the 407. There is nothing suggestive about my comments other than to remind those who have never lived in the furnaces that often prevail in those areas, that forecast temperature conditions. I.E.35degrees C, will only apply to the up and flying height.
Get down and dirty in the gorges with reflected heat all round at Max AUW and peaking at 42 to 45 C in September or worse in November (plus four or five more C) when the sun is directly overhead and much care needs to be taken.
I have heard by this good news thread that only competant locally trained drivers operate TN. The only fact that I must go back to is that damage to engines is often cumulative, you say these guys are all aces, a fact that I am not disputing. I say a 407 is laying on the bottom of the ocean. What gives Einstein?
Get down and dirty in the gorges with reflected heat all round at Max AUW and peaking at 42 to 45 C in September or worse in November (plus four or five more C) when the sun is directly overhead and much care needs to be taken.
I have heard by this good news thread that only competant locally trained drivers operate TN. The only fact that I must go back to is that damage to engines is often cumulative, you say these guys are all aces, a fact that I am not disputing. I say a 407 is laying on the bottom of the ocean. What gives Einstein?
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your logic -near new donk, very exp pilots much local knowledge engine ****s itself is pilots fault.
your suggestion that a pilot who lives up there will make the donk last longer because those flying on tn don't live up there and therefore are less likely to understand a donk. the comment is nonsense becuase does not the machine itself register exceedences and futhermore you are no more likely to exceed a limit up there than Antartica. Thats why you have performance charts, you load to the chart and to the way the machine responds to DA. The temp datum for a donk is say 50 degrees up there and 20 in town, so what its 30 degrees hotter to start with, does one just ignore limits and exceed them by 30 degrees? and thus shorten the donks life?? does the man who lives up there know something that the rest of the pilot community does not. so what if its hot in a gorge? If you do not exceed engine parameters the donk should stay happy-
so would the local pilot still have a happy donk when the pilots (i think someone said one had 17yrs up there and another i know has substantial) would. very poor argument and whats more an argument based on what and for what reason??
your suggestion that a pilot who lives up there will make the donk last longer because those flying on tn don't live up there and therefore are less likely to understand a donk. the comment is nonsense becuase does not the machine itself register exceedences and futhermore you are no more likely to exceed a limit up there than Antartica. Thats why you have performance charts, you load to the chart and to the way the machine responds to DA. The temp datum for a donk is say 50 degrees up there and 20 in town, so what its 30 degrees hotter to start with, does one just ignore limits and exceed them by 30 degrees? and thus shorten the donks life?? does the man who lives up there know something that the rest of the pilot community does not. so what if its hot in a gorge? If you do not exceed engine parameters the donk should stay happy-
so would the local pilot still have a happy donk when the pilots (i think someone said one had 17yrs up there and another i know has substantial) would. very poor argument and whats more an argument based on what and for what reason??
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Of course there are also a lot of components that are attached to the engine that may cause a failure or power loss regardless of how the engine has been treated. Throwing a compressor blade out the side is not the only way to stop an engine.
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Well I must say it is good to see a lot of pilots voicing their support for the pilot flying, I applaud that. Yes chook, right you are.... I bit premature on my behalf and duly noted and apologies to the pilot in question. I guess I am just too used to seeing too many muppets flying around here with out a care in the world, thinking it is never going to happen to them. But that does not mean we can not all be a little complacent sometimes.
Like it was said before, if you are just commencing your takeoff from an elevated platform/Boat that is less than 100' high. You really do have a couple of seconds and you would more than likely break your finger on the button guard trying to fire the floats off.
As for a 407 in conditions between 40c and 50c, 100% humidity and at MGW the machine can still easily be flown with in limits by any competent driver wether they are a local or not. As for a single engine machine being used on a boat/over water..... I think the 407 is more than capable of doing just that, all in all it is a very reliable machine. When is comes to weight verses power you can not beat it.
I would much rather be flying over water in a single engine than over forrest/mountains/Fires any day. Yet people fly over mountains/forrest everyday with out a thought until they are over water, then it is crazy all of a sudden???.
So now the question is what happened to the engine?? Does anyone have the video or some photos??
DT
Yes chook, right you are.... I bit premature on my behalf and duly noted and apologies to the pilot in question. I guess I am just too used to seeing too many muppets flying around here with out a care in the world, thinking it is never going to happen to them. But that does not mean we can not all be a little complacent sometimes. Like it was said before, if you are just commencing your takeoff from an elevated platform/Boat that is less than 100' high. You really do have a couple of seconds and you would more than likely break your finger on the button guard trying to fire the floats off.
As for a 407 in conditions between 40c and 50c, 100% humidity and at MGW the machine can still easily be flown with in limits by any competent driver wether they are a local or not. As for a single engine machine being used on a boat/over water..... I think the 407 is more than capable of doing just that, all in all it is a very reliable machine. When is comes to weight verses power you can not beat it.
I would much rather be flying over water in a single engine than over forrest/mountains/Fires any day. Yet people fly over mountains/forrest everyday with out a thought until they are over water, then it is crazy all of a sudden???.
So now the question is what happened to the engine?? Does anyone have the video or some photos??
DT
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Nice one dointime. Good stuff.
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TET: ref this and "low flying at bathurst"
just think if the atsb had you working for them they would never need to investigate an accident cause you would already know the answer
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TET: ref this and "low flying at bathurst"
just think if the atsb had you working for them they would never need to investigate an accident cause you would already know the answer
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Rolls-Royce 250 outer combustion case catastrophic failure
Would this be related to the True North ditching?
AIRWORTHINESS BULLETIN
Rolls Royce 250 Engine Outer AWB 72-003 Issue : 1
Combustion Case (OCC) Failure Date : 23 October 2008
1. Applicability
All Rolls Royce (RR) 250 Series engines with Outer Combustion Case (OCC) Part Number (P/N) 23030911 eligible for installation in all versions of model C28, C30, C40 engines installed in but not limited to, Eurocopter AS350; Bell 230, 206, 407 and Sikorsky S76 series helicopters.
2. Purpose
This AWB has been raised in co-ordination with the ATSB in order to urgently advise operators and maintainers of an unusual and catastrophic failure of the OCC of a RR 250 C47 engine. There is one CASA Service Difficulty Report (SDR) relating to a RR 250 C30 engine which also suffered similar OCC cracking.
3. Background
The ATSB is currently conducting an investigation into the burst rupture of an OCC. See Figure 1, below. The rupture occurred immediately after take-off, resulting in the complete engine power loss. This resulted in the helicopter, a Bell 407, ditching.
RR 250 C47B OCC Rupture failure (RH Side). At this point of the ATSB investigation, it appears the failure is likely to have originated from somewhere either under or adjacent to the reinforced area of the OCC ("the armpit area") on the inside bend of the duct, close to the welded seam. See Figures 2 & 3, which show cracking in the other side of the same OCC in which the rupture occurred.
CASA has one Service Difficulty Report of cracking in a C30 OCC, where cracking occurred under (or in) the same reinforced area located on the inside bend as the occurrence duct.
Since the ATSB investigation is in its early stages, it is more than likely that this AWB will be amended to include further recommendations as the ATSB investigation proceeds and additional information becomes available.
4. Recommendation
In order to detect cracking at the earliest opportunity, CASA urgently recommends that operators and maintainers immediately and frequently thereafter, conduct an inspection of the suspect areas of the duct, paying close attention to the area on inside bends of both sides of the duct.
Such inspections should be conducted using a suitable inspection technique, such as a close inspection using a 10X magnifying glass. One suggestion has been to apply a leak check bubble solution to the suspect area while motoring the engine, but CASA is open to proposals describing other inspection methods which may prove to be effective.
All instances of cracked OCC’s should be reported to CASA via the SDR system. This includes cracked OCC’s discovered during operation or overhaul, which may not have been previously reported. Such information will assist the ATSB in their investigation and allow CASA to develop a comprehensive response to the problem.
5. Enquiries
Enquiries with regard to the content of this Airworthiness Bulletin should be made via the direct link e-mail address:
[email protected]
Or in writing, to:
Airworthiness Engineering Group
Systems and New Technologies,
GPO Box 2005, Canberra, ACT, 2601
AIRWORTHINESS BULLETIN
Rolls Royce 250 Engine Outer AWB 72-003 Issue : 1
Combustion Case (OCC) Failure Date : 23 October 2008
1. Applicability
All Rolls Royce (RR) 250 Series engines with Outer Combustion Case (OCC) Part Number (P/N) 23030911 eligible for installation in all versions of model C28, C30, C40 engines installed in but not limited to, Eurocopter AS350; Bell 230, 206, 407 and Sikorsky S76 series helicopters.
2. Purpose
This AWB has been raised in co-ordination with the ATSB in order to urgently advise operators and maintainers of an unusual and catastrophic failure of the OCC of a RR 250 C47 engine. There is one CASA Service Difficulty Report (SDR) relating to a RR 250 C30 engine which also suffered similar OCC cracking.
3. Background
The ATSB is currently conducting an investigation into the burst rupture of an OCC. See Figure 1, below. The rupture occurred immediately after take-off, resulting in the complete engine power loss. This resulted in the helicopter, a Bell 407, ditching.
RR 250 C47B OCC Rupture failure (RH Side). At this point of the ATSB investigation, it appears the failure is likely to have originated from somewhere either under or adjacent to the reinforced area of the OCC ("the armpit area") on the inside bend of the duct, close to the welded seam. See Figures 2 & 3, which show cracking in the other side of the same OCC in which the rupture occurred.
CASA has one Service Difficulty Report of cracking in a C30 OCC, where cracking occurred under (or in) the same reinforced area located on the inside bend as the occurrence duct.
Since the ATSB investigation is in its early stages, it is more than likely that this AWB will be amended to include further recommendations as the ATSB investigation proceeds and additional information becomes available.
4. Recommendation
In order to detect cracking at the earliest opportunity, CASA urgently recommends that operators and maintainers immediately and frequently thereafter, conduct an inspection of the suspect areas of the duct, paying close attention to the area on inside bends of both sides of the duct.
Such inspections should be conducted using a suitable inspection technique, such as a close inspection using a 10X magnifying glass. One suggestion has been to apply a leak check bubble solution to the suspect area while motoring the engine, but CASA is open to proposals describing other inspection methods which may prove to be effective.
All instances of cracked OCC’s should be reported to CASA via the SDR system. This includes cracked OCC’s discovered during operation or overhaul, which may not have been previously reported. Such information will assist the ATSB in their investigation and allow CASA to develop a comprehensive response to the problem.
5. Enquiries
Enquiries with regard to the content of this Airworthiness Bulletin should be made via the direct link e-mail address:
[email protected]
Or in writing, to:
Airworthiness Engineering Group
Systems and New Technologies,
GPO Box 2005, Canberra, ACT, 2601
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Awb 72-003
It's really only amplifying what is already a known area of more detailed inspection. Inspection of this area is specifically called up in a standard 100 (or 150) hourly service. Nothing new here to any Allison (sorry, Rolls Royce if you dont mind) engineers.
It will be interesting to see if a pre-existing crack lead to the 'rupture'. And whether any daily engine trend checks was showing a rise in TOT and/or N1 prior to the incident.
Hey TET, care to retract your pilot slagging off, you might regain some credibility?
It will be interesting to see if a pre-existing crack lead to the 'rupture'. And whether any daily engine trend checks was showing a rise in TOT and/or N1 prior to the incident.
Hey TET, care to retract your pilot slagging off, you might regain some credibility?
Last edited by that chinese fella; 23rd Oct 2008 at 21:27. Reason: forgot something...
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Don't hold your breath "that chinese fella".
TET is apparently either planning his next pilot character assassination or been called as an expert witness somewhere due to his incredible ability to assess the causes of an accident (pilot fault) before anyone else on the planet or possibly even perhaps before it even occurs (??????)
TET is apparently either planning his next pilot character assassination or been called as an expert witness somewhere due to his incredible ability to assess the causes of an accident (pilot fault) before anyone else on the planet or possibly even perhaps before it even occurs (??????)