The Windsor's Watering Hole
- Thread starter MM
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srgalahad
Charter Member 2022
Accident Report: Boeing 247D
Location: On Airport -VIJO (Jodhpur AB, India)
A Boeing 247D enroute from ORBS (Baghdad) to VIAG (Agra) diverted to VIJO due to weather and impending darkness. With limited Navaids ( JO Ndb Freq 340.0KHz) in the vicinity and poor visibility (recorded CLR/ 2.5 sm Haze) the pilot contacted Air Services Radio Operators and advised that he wished assistance in locating the field and performing an approach.
AIR-S contacted a pilot familiar with the local area who took off in a light aircraft, confirmed the weather observation and advised of a workable Minimum Safe VFR altitude in the vicinity, including the significant taller buildings surrounding the airport and in close proximity to the Runway.
The local pilot offered suggestions of headings and the limited visual clues to the Boeing pilot while 3 attempts were made to orient him to the airport and line up on the runway. On two of these, the Boeing pilot was able to see the runway, but not from a position where landing was possible (overhead).
On the third attempt, the pilot elected to try a "tight circle" to return to the field, reported the runway in sight and stated his intention to try a landing on the remaining runway.
Shortly after, the pilot advised that he had struck an object alongside the runway and 'crashed".
The pilot was extricated from the damaged aircraft and, after examination by medical personnel (a Dr. Sanjay from the CNN Medical Center), was able to give authorities a report.
Determinations:
1. The long flight, even though reduced in length by the diversion, contributed to significant pilot fatigue.
2. This fatigue, along with the poor navaids and limited charts reduced the pilot's ability to adequately prepare for the approach to a difficult airport (see Investigators photos)
3. The severe obstructions in the vicinity, compounded by large amounts of buildings and city lights in the haze made it difficult to obtain visual reference to the airport and obscured a clear view of the runway until extremely close-in (1/2 - 3/4 of a mile) on the angled approaches made.
(Note: Investigators performing a test flight later were not able to adequately identify the runway on a precise straight-in approach under controlled circumstances until 1.1 miles from the threshold and it was still uncertain for another 15 seconds after that - @.7nm)
4. The pilot's attempt to circle and land led to a less-than adequate final approach which required significant low-altitude maneuvering, ultimately leading to the aircraft exiting the runway and striking an object with the wing of the aircraft. This caused structural damage and final loss-of-control.
It should be noted that the Authorities have been advised that additional navaids should be installed to allow for more precise approaches to this airport and hazard-warning beacons be installed on the taller buildings surrounding the runway.
The aircraft is deemed to be repairable and, following these repairs should be allowed to continue to destination in Australia.
Photos attached:
a. View from similar test aircraft looking directly toward airport from 1.5 nm on a "left-base" to Rwy 23
b.showing location of Runway 23 threshold from point where turn to final should be made. Note lights not visible.
c. View of runway at approx 40* angle 3/4 mile from touchdown
d.View of runway threshold at 3/8 nm. Note buildings that must be avoided.
R.
Location: On Airport -VIJO (Jodhpur AB, India)
A Boeing 247D enroute from ORBS (Baghdad) to VIAG (Agra) diverted to VIJO due to weather and impending darkness. With limited Navaids ( JO Ndb Freq 340.0KHz) in the vicinity and poor visibility (recorded CLR/ 2.5 sm Haze) the pilot contacted Air Services Radio Operators and advised that he wished assistance in locating the field and performing an approach.
AIR-S contacted a pilot familiar with the local area who took off in a light aircraft, confirmed the weather observation and advised of a workable Minimum Safe VFR altitude in the vicinity, including the significant taller buildings surrounding the airport and in close proximity to the Runway.
The local pilot offered suggestions of headings and the limited visual clues to the Boeing pilot while 3 attempts were made to orient him to the airport and line up on the runway. On two of these, the Boeing pilot was able to see the runway, but not from a position where landing was possible (overhead).
On the third attempt, the pilot elected to try a "tight circle" to return to the field, reported the runway in sight and stated his intention to try a landing on the remaining runway.
Shortly after, the pilot advised that he had struck an object alongside the runway and 'crashed".
The pilot was extricated from the damaged aircraft and, after examination by medical personnel (a Dr. Sanjay from the CNN Medical Center), was able to give authorities a report.
Determinations:
1. The long flight, even though reduced in length by the diversion, contributed to significant pilot fatigue.
2. This fatigue, along with the poor navaids and limited charts reduced the pilot's ability to adequately prepare for the approach to a difficult airport (see Investigators photos)
3. The severe obstructions in the vicinity, compounded by large amounts of buildings and city lights in the haze made it difficult to obtain visual reference to the airport and obscured a clear view of the runway until extremely close-in (1/2 - 3/4 of a mile) on the angled approaches made.
(Note: Investigators performing a test flight later were not able to adequately identify the runway on a precise straight-in approach under controlled circumstances until 1.1 miles from the threshold and it was still uncertain for another 15 seconds after that - @.7nm)
4. The pilot's attempt to circle and land led to a less-than adequate final approach which required significant low-altitude maneuvering, ultimately leading to the aircraft exiting the runway and striking an object with the wing of the aircraft. This caused structural damage and final loss-of-control.
It should be noted that the Authorities have been advised that additional navaids should be installed to allow for more precise approaches to this airport and hazard-warning beacons be installed on the taller buildings surrounding the runway.
The aircraft is deemed to be repairable and, following these repairs should be allowed to continue to destination in Australia.
Photos attached:
a. View from similar test aircraft looking directly toward airport from 1.5 nm on a "left-base" to Rwy 23
b.showing location of Runway 23 threshold from point where turn to final should be made. Note lights not visible.
c. View of runway at approx 40* angle 3/4 mile from touchdown
d.View of runway threshold at 3/8 nm. Note buildings that must be avoided.
R.
srgalahad
Charter Member 2022
On the way into Aleppo, the route took me just south of Iskenderun.. quite the interesting place - perhaps worth a side trip next time..
İskenderun is a busy commercial centre, the largest city in Hatay Province, surpassing the Hatay provincial seat of Antakya. The city is one of Turkey's largest ports on the Mediterranean and an important industrial centre home to the Russian-built İsdemir compound, one of Turkey's largest steelworks. İskenderun has an active, modern life with good hotels, restaurants and cafes along the palm-lined sea front, and there is a variety of accommodation for visitors.
İskenderun preserves the name, but probably not the exact site, of Alexandria ad Issum (İskender being the Arabic rendering of Alexander). The settlement was founded by Alexander the Great in 333 BC to supersede Myriandrus as the key to the Syrian Gates, about 23 miles south of the scene of his victory at the Battle of Issus. The importance of the place ever since has derived from its relation to this pass, the easiest approach to the open ground of Hatay Province and of Northern Syria, and the Romans continued to fight with Persia for control of this area during their era of dominance.
Alexander camped at the high-lands of İskenderun, around Esentepe, and then ordered the city to be established and named "Alexandrette". İskenderun is one of many cities founded by Alexander's orders, including Alexandria.
...in the later Ottoman period the city grew and grew as the main outlet for the overland trade from Baghdad and India, which had great importance until the establishment of the Egyptian overland route. Iskenderun served as a base first of Genoese and Venetian merchants, then West and North European merchants. The British Levant Company maintained an agency and factory here for 200 years, until 1825, in spite of appalling mortality among its employees.
In the film Indiana Jones and the Last Crusade, Jones claims the Holy Grail is in the "canyon of the crescent moon" outside of Alexandretta. Indiana explains that Alexandretta was completely demolished by the end of the first crusades and that the city is now known as Iskenderun, even though that name is simply Alexandretta in Arabic. In the movie, the Nazis offer the sultan of Hatay precious valuables to compensate for removing the Grail from his borders. He ignores the valuables, but accepts their Rolls-Royce Phantom II. Following that, we see the Jones boys head from Berlin to İskenderun where they find the Holy Grail.
İskenderun is a busy commercial centre, the largest city in Hatay Province, surpassing the Hatay provincial seat of Antakya. The city is one of Turkey's largest ports on the Mediterranean and an important industrial centre home to the Russian-built İsdemir compound, one of Turkey's largest steelworks. İskenderun has an active, modern life with good hotels, restaurants and cafes along the palm-lined sea front, and there is a variety of accommodation for visitors.
İskenderun preserves the name, but probably not the exact site, of Alexandria ad Issum (İskender being the Arabic rendering of Alexander). The settlement was founded by Alexander the Great in 333 BC to supersede Myriandrus as the key to the Syrian Gates, about 23 miles south of the scene of his victory at the Battle of Issus. The importance of the place ever since has derived from its relation to this pass, the easiest approach to the open ground of Hatay Province and of Northern Syria, and the Romans continued to fight with Persia for control of this area during their era of dominance.
Alexander camped at the high-lands of İskenderun, around Esentepe, and then ordered the city to be established and named "Alexandrette". İskenderun is one of many cities founded by Alexander's orders, including Alexandria.
...in the later Ottoman period the city grew and grew as the main outlet for the overland trade from Baghdad and India, which had great importance until the establishment of the Egyptian overland route. Iskenderun served as a base first of Genoese and Venetian merchants, then West and North European merchants. The British Levant Company maintained an agency and factory here for 200 years, until 1825, in spite of appalling mortality among its employees.
In the film Indiana Jones and the Last Crusade, Jones claims the Holy Grail is in the "canyon of the crescent moon" outside of Alexandretta. Indiana explains that Alexandretta was completely demolished by the end of the first crusades and that the city is now known as Iskenderun, even though that name is simply Alexandretta in Arabic. In the movie, the Nazis offer the sultan of Hatay precious valuables to compensate for removing the Grail from his borders. He ignores the valuables, but accepts their Rolls-Royce Phantom II. Following that, we see the Jones boys head from Berlin to İskenderun where they find the Holy Grail.
S
SWSucceed
Guest
I have finished my solo entry in the London to Melbourne race for 2009 we a huge airframe failure and crash to the earth of India!! Thanks sim Outhouse for getting my interest in such matters going with your RTW2009!!
Sorry not to have posted anything here earlier but you know I was so wrapped-up in getting underway with my limited time I only read "the need to know" stuff!!
I have posted all my reports in my communities blog so please forgive the lines pushing the community in the reports as I am using these reports to promote it.
Starting this thread below at the top of each page is a link to the next report ... there are 5 plus the final lines ... I hope that you ejoy reading them over your pints!
I am participating in Race Team Four now in the modern class and have got some miles done, and will write these up and add to this thread as we go along!!
Here are the reports on the solo, enjoy!
http://fsx.aspireblogs.com/blog/_archives/2009/10/23/4360456.html
Sorry not to have posted anything here earlier but you know I was so wrapped-up in getting underway with my limited time I only read "the need to know" stuff!!
I have posted all my reports in my communities blog so please forgive the lines pushing the community in the reports as I am using these reports to promote it.
Starting this thread below at the top of each page is a link to the next report ... there are 5 plus the final lines ... I hope that you ejoy reading them over your pints!
I am participating in Race Team Four now in the modern class and have got some miles done, and will write these up and add to this thread as we go along!!
Here are the reports on the solo, enjoy!
http://fsx.aspireblogs.com/blog/_archives/2009/10/23/4360456.html
Rob;
Just a public note of Thanks for your, and Dangerous Dave's, efforts in helping me attempt the "Zero Viz" landing at VIJO Jodhpur AB, India.
Your actions, "GCA" instructions and overall demeanor could not be considered anything less than Total Professionalism. Without y'all's help, I would have never seen what I did of the dimly lit airport..
Thanks, again..
Charles..
Half-Fast Pilot of Boeing 247D "City of Oakland" flying for Team United.
S
SWSucceed
Guest
My first leg in the C414 Chancellor for Race Team Four (second leg of the trip) has been made and you are welcome to read it as usual on the blog:
http://fsx.aspireblogs.com
http://fsx.aspireblogs.com
srgalahad
Charter Member 2022
Charles (et al),
It's one of those things that is part of the "Spirit of the Event". We all know that MSFS isn't a complete simulation of the "real" world, but when we can add those things to help it's a step in improving the experience. We share information, tips, tweaks and sometimes we get to share the "thrill of victory and the agony of defeat".
In the Golden Age aviation, a pilot's survival often depended on the help of his compatriots. As we most often fly the sim alone in our den or office we forget that we're sharing the experience. We can't gather the townsfolk and set out flarepots or light fires along a route in your scenery but there are things that can be done to help a pilot in distress. Viewed as a solo undertaking, some tend to say it's 'bending the rules' or providing an advantage, but some see it as just making it a bit more real and complete.
I'd like to point out that the first step came when you realized that you could use some assistance and got on TeamSpeak. How many of us have chosen to "tough it out" and ended up flying solo to the crash location, crawled out of the wreckage, posting a scribbled note for the search parties to find beside the remains... (too many stories from the real world of this, too.)
--- Once upon a time the press, looking for something "heroic" to write after a similar real event, was interviewing the controller involved. Typical question: " How did it feel, thinking about all those people up there with their lives at risk?", and the reply: "Wellllll... I was thinking about that gorgeous old classic airplane that that was likely going to end up as a pile of burned-out scrap and I couldn't let that happen. Yeah, it's kind of nice to know the people got out OK too..." :mixedsmi: The irony was, obviously, lost on those who asked the question.
---
Something to think about...
Rob
It's one of those things that is part of the "Spirit of the Event". We all know that MSFS isn't a complete simulation of the "real" world, but when we can add those things to help it's a step in improving the experience. We share information, tips, tweaks and sometimes we get to share the "thrill of victory and the agony of defeat".
In the Golden Age aviation, a pilot's survival often depended on the help of his compatriots. As we most often fly the sim alone in our den or office we forget that we're sharing the experience. We can't gather the townsfolk and set out flarepots or light fires along a route in your scenery but there are things that can be done to help a pilot in distress. Viewed as a solo undertaking, some tend to say it's 'bending the rules' or providing an advantage, but some see it as just making it a bit more real and complete.
I'd like to point out that the first step came when you realized that you could use some assistance and got on TeamSpeak. How many of us have chosen to "tough it out" and ended up flying solo to the crash location, crawled out of the wreckage, posting a scribbled note for the search parties to find beside the remains... (too many stories from the real world of this, too.)
--- Once upon a time the press, looking for something "heroic" to write after a similar real event, was interviewing the controller involved. Typical question: " How did it feel, thinking about all those people up there with their lives at risk?", and the reply: "Wellllll... I was thinking about that gorgeous old classic airplane that that was likely going to end up as a pile of burned-out scrap and I couldn't let that happen. Yeah, it's kind of nice to know the people got out OK too..." :mixedsmi: The irony was, obviously, lost on those who asked the question.
---Something to think about...
Rob
Some kodaks from the previous two legs. 1) Headed east towards Bangkok. 2) Final approach, Bangkok. 3) Taking off from Bangkok for Alor Star. See the pickup truck that just ran across the runway! 4) Overhead, Alor Setar, turning around after I missed the airport as it passed under the nose of the Lockheed. 5) Waving to the fine folks of Alor Setar, setting up to land. 6) Final approach, WMKA.
Tired of fighting headwinds since India, we employed a new stategy on the segment from Selaparang to Kupang. Staying well below critical alt (6500'), there was a delicious 16kt tailwind at 3300'. Covered the 460nm in less than 2hrs. 
Had enough juice to feed the Wright Cyclones fortunately.
Just had to hop over an island or two along the way. The mysterious Timor Sea seems extra mysterious at this alt.
Had enough juice to feed the Wright Cyclones fortunately.Just had to hop over an island or two along the way. The mysterious Timor Sea seems extra mysterious at this alt.
MM
Charter Member
Traveling from Darwin via Cloncurry to Charleville gave a good opportunity to see some of FTX's legendary terrain artistry. Had to wait for a violent thunderstorm to pass on the field before taking off. Then a period of stormy weather gave way to strange clear weather with very low atmospheric pressure. (The readings were below the world record for sea level air pressure.) Made for trying flying as the Mew Gull needed to fly below 3,000 ft to keep the atmospheric pressure altitude below 8,000 ft.
- Driving storm prevents takeoff.
- Rain and wind but the thunderstorm's violence has temporarily passed.
- Once aloft, however, it was impossible to keep in level flight.
- Nasty clouds ahead worry.
- Through the rain-soaked clouds with much buffeting but safe passage in the end.
- Suddenly clear as a bell over Northern Territory.
- Rock formations below.
- Rough ground with dramatic colors.
- Only water for miles and miles.
- Flare into Cloncurry with air pressure at 24.98 inHg. Tough to keep engine running. Note contrails on the ground.
MM
Charter Member
Then, on to Charleville. This time risking Active Sky (which had caused a FSX failure twice) in hopes of getting more realistic atmospheric pressure. This hope was only partly fulfilled. Had to fly very low to avoid fierce headwinds, spending much of the flight below 1,000 AGL. Made for great look at the spectacularly changing scenery below.
- Queensland's dramatic red cliffs below.
- Sand and brush mark the landscape.
- Sunburnt land.
- Solitary station below breaks the empty vistas.
- Flying treetop level. No Redwoods please.
- Slipping into the wind over Charleville.
- Touchdown.
Willy
Administrator
Just pulled off what's probably my longest flight ever in FS. 902nm from Selaparang to Darwin. Parked at Darwin with 9% fuel left in the Beech 18. Only problem I had was about a 45 second lockup about a half hour out of Darwin. Just knew it was going to CTD on me.
Pics..
1) A nice pair of Beeches at Selaparang
2) First sight of Oz. It's a long way from Witchita Kansas.
3) On final at YPDN
4) Parked at the terminal at Darwin.
Time to go find the Pilot's Lounge for some relaxation. But first I need to swing by the Customs office to tip them off to a pair of Lockheeds (Orion and Super Electra) that are smuggling cinder blocks into the country. Can't have that kind of behavior you know......
Pics..
1) A nice pair of Beeches at Selaparang
2) First sight of Oz. It's a long way from Witchita Kansas.
3) On final at YPDN
4) Parked at the terminal at Darwin.
Time to go find the Pilot's Lounge for some relaxation. But first I need to swing by the Customs office to tip them off to a pair of Lockheeds (Orion and Super Electra) that are smuggling cinder blocks into the country. Can't have that kind of behavior you know......
Great Ozzie
Charter Member
Currently patrolling the Island of Sumba, I get a report of a possible "hostile" inbound from Bima. Flying an aircraft on missions neither of which is supposed to exist, my orders are simple and can be summed up thus: Splash at Sea. In and Out of a Cloud Layer at 10,000MSL, I spot a possible Bogey low and slow... A simple Split-S quickly positions me for a positive I.D. and fortunately for this fellow... no need for a quick "Splash and Dash".
srgalahad
Charter Member 2022
For those not restricted to specific airports, this would be a fun stop south of Darwin...
Daly Waters was Australia's first international airfield. The airfield was a centre for the London to Sydney air race of 1926 and was a refuelling stop for early Qantas flights to Singapore.
The airfield was a waypoint on the "Brereton Route" the early months of 1942 during World War IIJava. It was a staging base for aircraft from Cloncurry, Queensland and then up to Darwin, Northern Territory area airfields. for operations between Australia and
The Royal Australian Air Force (RAAF) requisitoned the airfield and on 15 March 1942 it became RAAF Station Daly Waters. Daly Waters became an operational base known as RAAF Daly Waters on 15 May 1942.
The 64th Bomb Squadron of the USAAF Fifth Air Force 43rd Bombardment Group were based at Daly Waters from 16 May 1942 until 2 August 1942, flying B-17 Flying Fortresses from the airfield. The squadron made numerous attacks on Japanese shipping in the Dutch East Indies and the Bismarck Archipelago. Other operations during this period included support for ground forces on New Guinea; attacks on airfields and installations in New Guinea, the Bismarck Archipelago, Celebes, Halmahera, Yap, Palau, and the southern Philippines; and long-range raids against oil refineries on Ceram and Borneo.
In late 1943 the RAAF base was wound down as the war proceeded north, and the airfield was returned to civil use.
The aerodrome was closed to commercial traffic in 1965. The original Qantas hangar still stands, housing exhibits of photographs and equipment from the area's aviation past. The main runway, although deteriorated, appears to still be serviceable. The airfield is still utilized by the RAAF for joint military maneuvers. --Wiki
http://www.dalywaterspub.com/
Unfortunately, Microsoft wasn't big on history and completely left it out of FS9
Rob
Daly Waters was Australia's first international airfield. The airfield was a centre for the London to Sydney air race of 1926 and was a refuelling stop for early Qantas flights to Singapore.
The airfield was a waypoint on the "Brereton Route" the early months of 1942 during World War IIJava. It was a staging base for aircraft from Cloncurry, Queensland and then up to Darwin, Northern Territory area airfields. for operations between Australia and
The Royal Australian Air Force (RAAF) requisitoned the airfield and on 15 March 1942 it became RAAF Station Daly Waters. Daly Waters became an operational base known as RAAF Daly Waters on 15 May 1942.
The 64th Bomb Squadron of the USAAF Fifth Air Force 43rd Bombardment Group were based at Daly Waters from 16 May 1942 until 2 August 1942, flying B-17 Flying Fortresses from the airfield. The squadron made numerous attacks on Japanese shipping in the Dutch East Indies and the Bismarck Archipelago. Other operations during this period included support for ground forces on New Guinea; attacks on airfields and installations in New Guinea, the Bismarck Archipelago, Celebes, Halmahera, Yap, Palau, and the southern Philippines; and long-range raids against oil refineries on Ceram and Borneo.
In late 1943 the RAAF base was wound down as the war proceeded north, and the airfield was returned to civil use.
The aerodrome was closed to commercial traffic in 1965. The original Qantas hangar still stands, housing exhibits of photographs and equipment from the area's aviation past. The main runway, although deteriorated, appears to still be serviceable. The airfield is still utilized by the RAAF for joint military maneuvers. --Wiki
http://www.dalywaterspub.com/
Unfortunately, Microsoft wasn't big on history and completely left it out of FS9
Rob
Pics!
1) WIPP, Palembag, after flying from Singapore.
2) Taking off from Palembang in a driving rain.
3) Climbing out from Palembang, trying to get out of the rain.
4) Over the Sunda Straight. The volcano is Sebesi.
5) This was the best shot I got of Krakatau. Darn clouds!
6) On deck at Bandung (WICC/WIIB), in another rain storm.
1) WIPP, Palembag, after flying from Singapore.
2) Taking off from Palembang in a driving rain.
3) Climbing out from Palembang, trying to get out of the rain.
4) Over the Sunda Straight. The volcano is Sebesi.
5) This was the best shot I got of Krakatau. Darn clouds!
6) On deck at Bandung (WICC/WIIB), in another rain storm.
srgalahad
Charter Member 2022
Winds have not been kind lately so when it looked like there was a layer of westerlies through Karachi I decided to jump. Unfortunately, it meant the run from Gadwhar to Jodhpur would be low and that's tough on the fuel bill.
Abeam Karachi I had to thread my way through the ridges to get to the central plain, but after that it was just surfing along between 4100 and 3400 feet to stay in the wind layer.
Then of course came the Smog1 approach to VIJO (1.9sm).. it's so much fun when the runway pops out from between the downtown buildings
Abeam Karachi I had to thread my way through the ridges to get to the central plain, but after that it was just surfing along between 4100 and 3400 feet to stay in the wind layer.
Then of course came the Smog1 approach to VIJO (1.9sm).. it's so much fun when the runway pops out from between the downtown buildings
srgalahad
Charter Member 2022
Hmmmmm.. Friday the 13th, huh?
Took a look at the weather patterns and decided it was a good day to get out of India. I'd been test-flying another aircraft, parked it, hopped in the Beech, checked the tanks, pulled out the map and flightplan and off I went!!!
About 2000ft below top of climb and 5 or 6 minutes after takeoff...
CLICK!!!! no panel lights, no autopilot, no radios... HUH?????
Check switches, quick scan about the cockpit for leprechauns and Mr. Murphy.. nothing.. but I HAVE NO ELECTRICAL POWER!
Level off, set tanks, try to get it trimmed but the Beech tends to wander a bit so it's a constant tap on the rudder trim, gentle nudge of elevator trim, then back.. and repeat.
But it's 25 knots on the tail.. no way am I going back to Smog City!
OH.. now there are t-storms building... a bit rough at 11,500 but as long as I can keep it on a rough heading I should be OK. VIAL is easy to find between the two big rivers.. if it's not foggy/smoggy/rainy... if my heading is good and I don't drift too much... if I can fly with my legs crossed for 2 hours...
At least I have a good time reference.. I planned 2 hours from top of climb to destination with those winds .. IF they hold up..
Cruising along I get a few peeks at the ground in fortunate places.. almost right over the airport at Band Tal (VI1W) which is just past halfway.. and again a few miles before the big bend in the river that marks the point I should start descent... I'm on course and on time !!!
Hmmm.. the Beech has electric gear... and I have no power... hmmmm...
Airport comes in sight and I start slowing to gear speed... flick the gear lever.. nothing (of course)... reach down and start pumping the manual gear lever... and a peek outside shows them down.. but locked????
Oh well... turn final. Sneak peek at the clock... 2 hrs, 12 seconds since top of climb... retard throttle and feel a small thump as the wheels touch.. and NO scraping as if they'd collapsed!!!!!
I wonder if the airport has emergency crews?? not that I could have called ahead to warn them. Visual check of the gear before I taxi off onto the grass and shut down... and make like a dog that's been riding in the back of the stationwagon when the driver pulls up at the rest stop (ahhhhhhhhhhhh...) Allahabad...
(oh, the mechanic tells me that they got a call from Jodhpur... in case I hadn't figured it out, the electrics quit because I'd shut off the alternator switches in the Cessna I'd been testing and it's a case of MSFS hangover...)
Took a look at the weather patterns and decided it was a good day to get out of India. I'd been test-flying another aircraft, parked it, hopped in the Beech, checked the tanks, pulled out the map and flightplan and off I went!!!
About 2000ft below top of climb and 5 or 6 minutes after takeoff...
CLICK!!!! no panel lights, no autopilot, no radios... HUH?????
Check switches, quick scan about the cockpit for leprechauns and Mr. Murphy.. nothing.. but I HAVE NO ELECTRICAL POWER!
Level off, set tanks, try to get it trimmed but the Beech tends to wander a bit so it's a constant tap on the rudder trim, gentle nudge of elevator trim, then back.. and repeat.
But it's 25 knots on the tail.. no way am I going back to Smog City!
OH.. now there are t-storms building... a bit rough at 11,500 but as long as I can keep it on a rough heading I should be OK. VIAL is easy to find between the two big rivers.. if it's not foggy/smoggy/rainy... if my heading is good and I don't drift too much... if I can fly with my legs crossed for 2 hours...
At least I have a good time reference.. I planned 2 hours from top of climb to destination with those winds .. IF they hold up..
Cruising along I get a few peeks at the ground in fortunate places.. almost right over the airport at Band Tal (VI1W) which is just past halfway.. and again a few miles before the big bend in the river that marks the point I should start descent... I'm on course and on time !!!
Hmmm.. the Beech has electric gear... and I have no power... hmmmm...
Airport comes in sight and I start slowing to gear speed... flick the gear lever.. nothing (of course)... reach down and start pumping the manual gear lever... and a peek outside shows them down.. but locked????
Oh well... turn final. Sneak peek at the clock... 2 hrs, 12 seconds since top of climb... retard throttle and feel a small thump as the wheels touch.. and NO scraping as if they'd collapsed!!!!!
I wonder if the airport has emergency crews?? not that I could have called ahead to warn them. Visual check of the gear before I taxi off onto the grass and shut down... and make like a dog that's been riding in the back of the stationwagon when the driver pulls up at the rest stop (ahhhhhhhhhhhh...) Allahabad...
(oh, the mechanic tells me that they got a call from Jodhpur... in case I hadn't figured it out, the electrics quit because I'd shut off the alternator switches in the Cessna I'd been testing and it's a case of MSFS hangover...)
Spookster67
Charter Member
More Mew Gull pictures
It's been a while since I've posted some pics, but now that the Mew Gull is in the hangar at Darwin having repairs to the gear, I have some time.
It's been a while since I've posted some pics, but now that the Mew Gull is in the hangar at Darwin having repairs to the gear, I have some time.
- Departing Karachi
- Following rivers approaching Allahabad
- Dawn departure
- Indian cliffs and rivers
- Moon rise
- Coastal marshlands leaving India
- The outskirts of Rangoon