Fading memories

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smhusain_1
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Fading memories

Post by smhusain_1 »

26/6/71, AP-ATO, F-27, Zuberi, LHE-MUX-UET-KHI
On sector MUX-UET, we crossed a reciprocal F-27 flight near departure airfield (Capt Shamim, F/O S.A. Aziz) who advised us of a cloudy picture enroute and near Quetta. Near destination captain had to be reminded to change to QFF setting for the altimeter. The safety altitude was 14500 feet and we were at or slightly above with the reset altimeter in IMC over terrain. He started a descent through a gap in the clouds, and made it but the anxiety caused was high. After arrival at the ramp, he was first out to greet the Governor of Baluchistan, who had travelled with us, and for whom this foolhardiness was enacted.

MUX = Multan
UET = Quetta
QFF = Regional sea level pressure set on the altimeter. Once past the Multan area, the altimeter is reset to the standard sea level pressure (1013.2 millibars), but reset again near destination to the regional barometric sea level pressure (QFF) prevailing in the area for altitude accuracy.
IMC = Instrument Meteorological Conditions, meaning you are in clouds and flying on instruments

30/05/72 AP-AUW, F-27, Rahat, KHI-Masirah-SLL-Masirah-KHI

Flight time outbound: 0455
Flight time inbound: 0530

Cockpit crew comprised of Capt S.H. Rahat, Capt F.H.K. Ghori, and First Officer S.M. Husain. This was a flight conducted to carry Pakistani labour working at Salalah. We landed at Masirah Island enroute to discharge some passengers. On departure from Salalah, we were briefed by the airport personnel to avoid the hills on the climb out for there was an insurgency active in the area. On sector Masirah--Karachi, the captains were discussing amongst themselves about the depleting fuel situation as a direct route had been taken over the sea from Masirah to destination. A ditching possibility was even considered as an alternative. However we landed safely at destination.

SLL = Salalah, Oman

18/4/74, AP-AWZ, B707, Ishaq, SIN-KUL-CMB-KHI
Cockpit Crew: Captain M. Ishaq, First Officer Idrees Ahmed , First Officer S.M. Husain, Flight Engineer Fazal, and Navigation Officer R.I. James
Extensive weather encountered on sector KUL-CMB. Starting with the takeoff in heavy rain with an active thunderstorm and captain instructing First Officer Idrees to monitor his climb out and observe the VSI for any downward swing. There was a small hill at the end of the runway. The radar was continuously on but switched off at times for rest. Continuous flashes of lightning throughout the sector, heavy turbulence, with attendant static discharges on the windshield (St Elmo's fire). The landing at Colombo was also in rain, in IMC to start with, and through an instrument let down. This flight remains in my memory for a superb display of command.

SIN = Singapore
KUL = Kuala Lumpur
CMB = Colombo
IMC = Instrument Meteorological Conditions
VSI = Vertical Speed Indicator

18/3/74, AP-AXA, B707, Israr, KHI-JED-NBO
On departure from Jeddah, the flight plan signed for was left behind at the table in the restaurant. The result was hectic activity with the Jeppesen charts and time interpolation to pass on the ETAs to the respective radio control centers. Captain didn't lose his cool.

JED = Jeddah
NBO = Nairobi
ETA = Estimated time of arrival

15/6/74, AP-AXA (B707), Omair, KHI-ADE-NBO-DAR-NBO
Captain didn't let me touch the controls on this four sector flight. Must have been really tired at the end. The total flying time was 8.20 hours, not to mention block times. At Dar-es-Salaam, in honour of visiting dignitary Kenneth Kaunda at the airport, we witnessed a spectacular African dance festival, simultaneously with an aging DC-3 doing touch and go at the airport.

ADE = Aden
DAR = Dar-es-Salaam
NBO = Nairobi

26/5/74, AP-AWV, B707, Hashmi, KHI-RWP-PEK
Captain was hauled up by Air Traffic Control at Beijing, our destination for going off the airway. The Chinese controllers impressed on him to fly the air corridor like a straight line, which is not possible during turns, such as the one beyond Urumchi at Fukang, when you turn to fly east-south-east, the aircraft swings in an arc through more than ninety degrees.