MK 74F down in PHC?
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Guvnor
Principal place of business is not defined by ICAO nor is it defined in UK aviation legislation (so far as I am aware). While I accept that the location of the admistrative offices is important in determining the p.p.b. it will not be the only factor. I would point out that the Sussex office you mention is usually called the "European office" of MK rather than its HQ and I understand that the airline also has offices in Ghana.
Principal place of business is not defined by ICAO nor is it defined in UK aviation legislation (so far as I am aware). While I accept that the location of the admistrative offices is important in determining the p.p.b. it will not be the only factor. I would point out that the Sussex office you mention is usually called the "European office" of MK rather than its HQ and I understand that the airline also has offices in Ghana.
"The INTRODUCER"
Hi all,
anyone actually know cast-iron what sort of approach was being conducted. ILS or not. I hear very different accounts of whether ILS is up and running or not. Airport says yes, at least some chart providers say no, and I suspect AIP doesn't say yes.
anyone actually know cast-iron what sort of approach was being conducted. ILS or not. I hear very different accounts of whether ILS is up and running or not. Airport says yes, at least some chart providers say no, and I suspect AIP doesn't say yes.
Join Date: Apr 2001
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Up to a few days ago Jeppesen at least were not providing an ILS chart for Port Harcourt although an ILS physically existed and appeared to work well. Recently a NOTAM has been issued that details the ILS procedure - my copy is not terribly legible but the gist of it is:
ILS: ident = IPC freq = 110.3
Threshold elev = 81'
All categories of a/c - max speed 200kts
Holding: RH pattern I/B hdg 033, O/B 213, rate one turn, 1 min leg below FL140 and 11/2 above.
Initial approach alt 2000'.
Let-down proc: leave IPC ILS (sic) at 2000' on QNH on track 033M, descending to (illegible, possibly 1600'QNH as on the VOR approach), to 8NM, procedure turn left heading 348 deg M, rate one turn right to intercept track 213 deg M and intercept the localiser and descend to decision height.
Obstacle clearance ht all cat a/c 281(200).
Circling OCA: cat A 760 (680)
cat B 860 (780)
cat C 960 (880)
cat D 1060 (980)
Missed Approach: straight ahead to 1000', turn right as soon as possible to heading 235 deg M until reaching 2000' then turn left to IPC ILS (sic)and hold or as directed by ATC.
As for flag of convenience operators, Das Air's "N" registered DC10's can hardly be regarded as flag of convenience; I'm sure that the FAA would not be happy to be described that way.
ILS: ident = IPC freq = 110.3
Threshold elev = 81'
All categories of a/c - max speed 200kts
Holding: RH pattern I/B hdg 033, O/B 213, rate one turn, 1 min leg below FL140 and 11/2 above.
Initial approach alt 2000'.
Let-down proc: leave IPC ILS (sic) at 2000' on QNH on track 033M, descending to (illegible, possibly 1600'QNH as on the VOR approach), to 8NM, procedure turn left heading 348 deg M, rate one turn right to intercept track 213 deg M and intercept the localiser and descend to decision height.
Obstacle clearance ht all cat a/c 281(200).
Circling OCA: cat A 760 (680)
cat B 860 (780)
cat C 960 (880)
cat D 1060 (980)
Missed Approach: straight ahead to 1000', turn right as soon as possible to heading 235 deg M until reaching 2000' then turn left to IPC ILS (sic)and hold or as directed by ATC.
As for flag of convenience operators, Das Air's "N" registered DC10's can hardly be regarded as flag of convenience; I'm sure that the FAA would not be happy to be described that way.
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Condolences to the people involved.
I respect the opinions but not the Guv's comments.
During post-accidents the only way to speak is in a constructive sense: conclusions should be avoided for the respect of the victims.
I am really doubting that people like Guv have even a conscience.
Regarding his complaining & complaining I could imagine him on the cockpit: complaining with Cpt and/or FO, complaining with ATC, complaining with ramp agent, complaining with cabin crew, complaining with flight ops, complaining with the traffic ahead, complaining with the weather, .......
Cheers.
Fly safe & enjoy life.
I respect the opinions but not the Guv's comments.
During post-accidents the only way to speak is in a constructive sense: conclusions should be avoided for the respect of the victims.
I am really doubting that people like Guv have even a conscience.
Regarding his complaining & complaining I could imagine him on the cockpit: complaining with Cpt and/or FO, complaining with ATC, complaining with ramp agent, complaining with cabin crew, complaining with flight ops, complaining with the traffic ahead, complaining with the weather, .......
Cheers.
Fly safe & enjoy life.
Props are for boats!
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My Condolences to all families of the Victims and Crews involved.
I think the Guv should get back in his box. I dont think this thread needs to be a stage for Britsh Protectionism Rubbish!
God bless their souls R.I.P.
[ 05 December 2001: Message edited by: Sheep Guts ]
I think the Guv should get back in his box. I dont think this thread needs to be a stage for Britsh Protectionism Rubbish!
God bless their souls R.I.P.
[ 05 December 2001: Message edited by: Sheep Guts ]
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What's the latest on this? I see from press reports in South Africa that there's some confusion over the aircraft that went down - claims are that it was in fact 9G-MKJ (ex ZS-SAR - the Helderberg's sistership) - and given that the accident happened the day before the Helderberg's anniversary, the conspiracy theorists are out in force there! 
