quote:

Originally posted by jorge:
Then again, both my buddy and I gave hims "check rides" when we hunted with him

quote:

Originally posted by shakari:

quote:

Originally posted by jorge:
Then again, both my buddy and I gave hims "check rides" when we hunted with him

You'll excuse me saying so but that's hardly much of a recommendation......... Anyone who lands a jet fighter onto a heaving, rolling and tossing aircraft carrier (often at night) for a living simply has to be nucking futs!

Definitely also hugely talented and no doubt courageous but not way can they be sane.

quote:

Originally posted by surestrike:
I used to fly charter/bush in Alsaka, I've flown charter Pt 135 here in the lower 48 and have multiple thousands of hours flight time in light aircraft.

Here is the deal plain and simple. I've never had a catastrophic mechanical issue that would have killed me. I've had several engine failures over the years that resulted in dead stick landings. I was able to set them down with no damage to me or the airplane or any of my occupants. As is the case with almost all engine failures that occur at altitude or even on takeoff. If your pilot keeps his speed up and maintains control of the airplane this event is almost always survivable/ minor.

The things that will kill you in a light airplane most often are weather, as in poor visibility resulting in controlled flight into terrain. Not a huge issue in most parts of Southern Africa during hunting season. However if the weather is skanky question your pilot as to whether it's safe or not, there is no hunting trip worth your life. If it's bad delay, live to hunt another day.

The other issue is high density altitude and overloading which is probably the most common accident for charter operators in Africa if I had to guess. If you are in a C-206 with 4 full sized guys a pilot and all of gear you are pushing the limits, add a little heat and altitude to that and you are on the razors edge.

I haven't experienced that in Africa but I have friends who have. Ask these simple two questions to your pilot if you are in doubt.

What is the density altitude and what is our gross weight today? Do you feel that it is safe to operate at this weight under these conditions?

(Density altitude is pressure altitude corrected for temperature and humidity the hotter and more humid it is the higher the altitude the airplane thinks it's flying, the higher the density altitude the less performance the airplane will have IE the air is thinner at high density altitude.)

Anytime you board a light aircraft there is risk involved, less risk however even in a light aircraft than getting in a car and driving anywhere. ESPECIALLY in the third world.

And don't be one of these guys... If I had a quarter for every A-type Dr./Lawyer/Corporate executive/trust fund baby, who tried to push/threaten/bribe me when I refused to fly due to weather, performance or mechanical issues I'd be on the fortune 500 list today or more likely dead. If a pilot says no it means NO it's not open to discussion. Don't be an A-type pushy A-hole when it comes to traveling in light or even heavy aircraft for that matter. If I cancel or delay even today flying a jumbo jet there is a very good reason and it has nothing to do with me trying to ruin your vacation. In fact quite the opposite.

JudgeG ... just counting time 'til I am again finding balm in Gilead chilled out somewhere in the Selous.

quote:

Originally posted by MARK H. YOUNG:
sikander,

So unless you see something obvious like an oil leak etc

Mark

quote:

Originally posted by surestrike:
I used to fly charter/bush in Alsaka, I've flown charter Pt 135 here in the lower 48 and have multiple thousands of hours flight time in light aircraft.

Here is the deal plain and simple. I've never had a catastrophic mechanical issue that would have killed me. I've had several engine failures over the years that resulted in dead stick landings. I was able to set them down with no damage to me or the airplane or any of my occupants. As is the case with almost all engine failures that occur at altitude or even on takeoff. If your pilot keeps his speed up and maintains control of the airplane this event is almost always survivable/ minor.

The things that will kill you in a light airplane most often are weather, as in poor visibility resulting in controlled flight into terrain. Not a huge issue in most parts of Southern Africa during hunting season. However if the weather is skanky question your pilot as to whether it's safe or not, there is no hunting trip worth your life. If it's bad delay, live to hunt another day.

The other issue is high density altitude and overloading which is probably the most common accident for charter operators in Africa if I had to guess. If you are in a C-206 with 4 full sized guys a pilot and all of gear you are pushing the limits, add a little heat and altitude to that and you are on the razors edge.

I haven't experienced that in Africa but I have friends who have. Ask these simple two questions to your pilot if you are in doubt.

What is the density altitude and what is our gross weight today? Do you feel that it is safe to operate at this weight under these conditions?

(Density altitude is pressure altitude corrected for temperature and humidity the hotter and more humid it is the higher the altitude the airplane thinks it's flying, the higher the density altitude the less performance the airplane will have IE the air is thinner at high density altitude.)

Anytime you board a light aircraft there is risk involved, less risk however even in a light aircraft than getting in a car and driving anywhere. ESPECIALLY in the third world.

And don't be one of these guys... If I had a quarter for every A-type Dr./Lawyer/Corporate executive/trust fund baby, who tried to push/threaten/bribe me when I refused to fly due to weather, performance or mechanical issues I'd be on the fortune 500 list today or more likely dead. If a pilot says no it means NO it's not open to discussion. Don't be an A-type pushy A-hole when it comes to traveling in light or even heavy aircraft for that matter. If I cancel or delay even today flying a jumbo jet there is a very good reason and it has nothing to do with me trying to ruin your vacation. In fact quite the opposite.

quote:

Originally posted by 470EDDY:
Todd...especially on those old ROUND engines...and I mean BEFORE Jets!!

quote:

Originally posted by Bwana Bunduki:
Tanzania charter flights are the biggest ripoff. I have flown in several countries, but they are by far the worst. Captured audience I suppose.

Jeff

quote:

Originally posted by fujotupu:
jdollar:

"of course the Tanzanian PH's say it just cost more to operate there and the increase is passed on to the customer- which i somehow have doubts about. when Zim was in the midst of it's financial meltdown with unavailable fuel, parts, etc.,, charters were still cheaper there. like you said-captive audience!"

I don't think its quite correct to offload on the TZ PH - I may be wrong but most all TZ safari quotations are EXCLUSIVE of charter costs and are given as a separate cost (normally with a choice of aircraft at different rates).
It is also incorrect in part to quote the PH as being responsible for safari quotations unless he is Outfitter and PH at the same time.

I would fully agree that the charter companies have the monopoly and hold the outfitters by the balls when, bearing in mind that they prefer to do business with the gas/oil people who have budgets to no end.

It is also a fact that operational costs in TZ are extremely high - almost all supplies, fuel, etc. have to come out of the large towns, to be transported overland for several days, in some cases, before they arrive at destination and replenishment of fuel in particular has to be carried out at least twice if not three times per season (each camp).

There are almost NO permanent camps on the territory (those that exist could probably be counted on one hand) and in the reserves, permanent camps are outlawed, which means 'build and break' every 6 months.