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poteroo

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  1. poteroo
    At laaaaast - an appreciative younger generation pilot. Nev and I feel needed. I've put my 'learning' from the PNG days to good use by training lots of pilots on low level, short strip ops, bad wx flying and tailwheel. Constant battle with CASA Avmed to stay in the game - but winning at moment:victory: Posted a few more for you. Believe it or not, airlines used Electras,DC6B and DC4 off the old Lae airport. The Mt Hagen pic was taken on the day I arrived there in 1961 - strip was in the middle of 'town' and rather short for DC3's @ 5800 amsl. The Patair pic comes from Robyn Keinzles' collection - her dad was the famous Bert Keinzle,(who owned the main rubber plantation at Kokoda), and who organised the entire carrier operation for the Kokoda Track campaign. Without him - Brig Potts would never have survived. Bert was a founding owner of Papuan Airlines, (Patair), and I flew him out of Kokoda to Port Moresby a couple times in the Aztecs we operated. On one occasion reaching 14000 to get over the Owen Stanleys in the afternoon. Sweaty palm stuff! Only when we were younger! happy days,
  2. poteroo
    Surprisingly perhaps, but the highlands winds are not particularly strong in the Eastern side of New Guinea, and I think that applies to the Indo side as well. In the 'dry' season - some katabatic winds early AM, but the usual winds are all upslope during the daytime. Along the coasts - from May to November is SE season, and Dec to March is the NW season, but less pronounced on the N side of NG. A few particular valleys are notable for winds, and all this is passed on as local knowledge during route and strip endorsing. One strip I remember is Bundi, (EHD),which has 3 windsocks up the ridgeline under your approach path. A bit disconcerting but it does grab your attention. happy days,
  3. poteroo
    puk puk is crocodile in Pidgin (tok pisin). Pidgin (English) is also called neo Melanesian and is an amalgam of Coastal Malay,German,English and other sources.
  4. poteroo
    puk puks in tok pisin.
  5. poteroo
    That's correct. All TAA was VH-SB... They operated Catalinas and land Otters for some time - before 1961 which was when I arrived there as an Ag officer, (didiman in tok pisin). One of my checking captains on Aztecs was John Simmler, and the other the mysterious Cec Randall who disappeared in 1969 or thereabouts - never seen since. John was a very patient and helpful trainer - guess I was lucky to have very experienced trainers in those days. happy days,
  6. poteroo
    Nev, bet you have never seen a Cessna in TAA colours - but here it is. When they found that it was 'hard' to get crew for it, and the small companies were just too efficient and competitive, it was sold off. It went to Stol Air Services in Port Moresby in 1965, and was one of my earliest steeds that year. Never looked this good again! happy days,
  7. poteroo
    This is the P166 which was Patairs very 1st of type in 1960. It's 'famous' for going missing in 1961 on a return flight Popondetta to Port Moresby - via the Kokoda Gap. A late in the day trip where you'd need 14,000 via the Gap area, but considerably less, eg 8000, if you take a 20 mins diversion to the SE via Safia . What price your life? It has never been found.
  8. poteroo
    Patair managed to operate their 2 pigs, (P166B),for around 5 years out of Port Moresby, and actually got good service out of them on the longer runs and where they had a 'long,slow'climb over the ranges. eg, Moresby to Daru, Moresby to Milne Bay, Moresby to Kirawina. Patair also put 2 of the earliest Navajo's on line in about 1968. They were better liked than the pigs and appeared to be doing a job on the longer runs. The pic below shows both at Tapini - one of the most photographed mountain strips, (though far from the most dangerous or difficult). Wallaby Airlines managed to wreck a Caribou there in 1969. They completely misread the 'false horizon' effect and took the gear off on the lip of the end of the strip. No fatals, but another 1m lower and they'd have been gone! happy days,
  9. poteroo
    There is an extra column you need in your spreadsheet - and it's headed unforeseens. It will include items such as AD's, SB's on airframe, replacement of 'lifed' components, upgrades on components, and replacement of 'dead' instruments and components. Trust me - there are always new costs that you cannot forsee. The other word of caution is this. Flying school owners may contract to you in absolute good faith. However, you need to expect there will be some unreported incidents involving both instructors and hiring pilots because the egos in our industry often cannot admit mistakes. These will add to your unforeseen items because your insurance excess may be quite high and it's cheaper to just pay up and hope the no claim bonus helps. You may be better to consider group ownership to reduce your per hour costs via higher annual utilisation. happy days,
  10. poteroo
    Not just may - it should instil an awareness of low level avoidance measures, but also upskill you 'sufficiently' to save your bacon should you ignore all the early warnings. That's what I am pursuing with RAAus. happy days,
  11. poteroo
    There are still a few PNG pilots up there after 10-15 years, but most move on after they rise as far as the local 'ladder' allows. Eventually, the law of averages catches up and you have an accident. It's often fatal. (see attached on Fr Joe Walachy, whom I had the pleasure of knowing in Madang 1964. He had flown 20,000 hrs in 20 years - yet still made one mistake). Never flown in the Indo Papua side but flew charter 1965-1970 in PNG. Would I go back to fly the same stuff? From a flying viewpoint - yes, because it's now mostly turbine, and more often twin turbine - so lower risk than the 60's recip engines. The only reservation that I'd have is the poor security situation there, which isn't welcoming for families. happy days,
  12. poteroo
    The weather they showed in the 2 editions to date has all been AM. Very little, if any, shows what the mountains look like once the daily buildups occur after about 11.00. I think it has shown things as being a little less difficult than real life - where aircraft have to fly all day. happy days,
  13. poteroo
    Yes, flight crew are no longer considered 'airmen' in the true sense of the word. Nowdays they've become systems managers. The distractions these create are possibly instrumental in the accidents with 'fly-by-wire airliners. It takes time and money for aircrew to achieve and retain high manual flying skills in whichever aircraft they fly. (No different to we mere GA/RAAus mortals). Management clearly see no benefit in this, hence SOP's that limit 'manual flying' to very short intervals - if at all. Dutch Roll and Bennyboy give good explanations in the thread on Air Asia. happy days,
  14. poteroo
    There's also some interesting comment in the African Aviation section of pprune. Have a look at the thread called 'Maun,Botswana' for some revealing numbers on hours flown, wages, and cost of living. Clearly it's for adventurous single pilots looking for a couple years of hard work to reach 1500-2000 TT. Not for this little vegemite - I value my home comforts. happy days,
  15. poteroo
    Part 2 - On Tonight. If you think the 'landing' approach and touchdowns are fast - consider that most strips are 6000 ft amsl, and using 20c OAT, a 70 KIAS approach is actually 80KTAS. As well, in most of the mountains, there is an 'upslope' wind during most daylight hours - which probably adds another 4-5 kts to your approach,(ground), speed. Only in the 'dry' season is there some katabatic air movement - mostly early AM. So, in the very early AM, there's a higher risk that you'll undershoot. Once the upvalley wind begins, it increases the risk that you over-run the top end of the strip. Knowing these facts - think about your approach to Keglsugl, altitude 8400 on a 20c day. Strip slopes up about 6-8%. So, the very steep strips that exist are often a blessing as you have an inbuilt deceleration there. Of course, you still have to cope with the 'false horizon' effect on approach to these strips, and also make allowance in your ROD toward the aim point or you'll have too great a roundout required. Power is usually left ON for the roundout - and because you then have to taxy up a very steep slope in anyones language. (see the pic of Omkali in PNG attached - where it was fun and games).
  16. poteroo
    And here we are, seriously considering secession, only to find that we're receiving preferential treatment:thumb up:
  17. poteroo
    Last night 7two 5:30pm (Western)
  18. poteroo
    Scanning the TV guide tonight and spotted this program hidden away. Somewhat similar to 'Worst Place to be a Pilot' but located at Maun in Botswana. Hyped up a little, but definitely some unusual hazards on the safari lodge strips. Striking similarity to Northern Australia insofar as dozens of hopeful CPL's trekking to Africa in search of that elusive '1st job'. Didn't appear to be a series. happy days,
  19. poteroo
    All of the above. But, after you reach PC, RPL, PPL or even CPL - only fly after you have decided on practising a specific manoeuvre. Then - just do it until you're happy with the execution. On another track - fly with discipline when you're out there. Hold a heading, or fly a track. Hold altitude precisely. Descents exactly 500 fpm. Climbs at an attitude which gives you the desired IAS. Set your power precisely, and lean accurately. When you are taxying - keep the centreline exactly under your seat. Never miss an opportunity to sharpen your skills. It's not what you do when with an instructor that really counts - it's how you perform without supervision which will mark your standing as a pilot and airman. happy days,
  20. poteroo
    There's been a lot of speculation about pilots needing more fundamental power x attitude recurrent training. Is this possible on existing Airbus simulators? happy days,
  21. poteroo
    What backup,(completely independent), attitude presentation is available with Airbus? Surely one exists - which would allow even the least experienced F/O to hand fly the aircraft out of an extremely steep climb, or even a fully stalled condition? Would an instrument as simple and cheap as a Dynon D1 or D2 - which is run on its own power and incorporates an ADHRS compass and a GPS - be adequate? Curious. happy days,
  22. poteroo
    Patair, (PNG), received its' two in 1968 - rego VH-PNG, PNH. Later onsold to Macair in Lae.
  23. poteroo
    the Garry Cooper,DFC, who went on to become a Forward Air Controller flying Birddogs in Vietnam and became a 747 Captain with Ansett? His book, Sock it to 'em, baby, details his escapades in Vietnam. happy days,
  24. poteroo
    Final Report: AO-2014-068 Wirestrike involving Maule M-5 VH-HOG 50nm WSW Casino NSW 12/4/14. A 'spur-of-the-moment' decision to low fly along the Clarence River resulted in a fatal collision with a power line spanning the river. The report ascribes the cause to the pilots decision to fly lower than 500 ft agl, and to the fact that the pilot was both unqualified in low level flight, and had received no training in this category of flight. Once again, it beggars belief that an unqualified pilot would fly a full load of passengers so low, along terrain with which he was not familiar.
  25. poteroo
    Agree with last post. But, when doing navs in RAAus - ensure that you follow the routes,competencies and requirements that will allow the GA school to agree to 'recognise' your navs as being of equivalent standard to those you'd do after RPL. In other words, the bare 10 hrs as per RAAus won't cut it. Our PC's do at least 15-16hrs, or at least up to Nav 6 or 7 in PPL. It's also good for 'recognition' if you go to some busier CTAF's, skirt around CTA,and also if you fly some (DR) legs over 'featureless' country. happy days,
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