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The OP of that thread later went on to do a contract with Kam Air of Afghanistan, which is another good read: https://www.pprune.org/terms-endearment/662364-kam
by scrlk 1y ago
The OP of that thread later went on to do a contract with Kam Air of Afghanistan, which is another good read: https://www.pprune.org/terms-endearment/662364-kam-air-expat-contract-full-info.html https://www.pprune.org/terms-endearment/662364-kam-air-expat...
A highlight:
> YA-KME for example, has a strange little thing where you’ll get an ECAM Red ENG 3 FIRE after you detent into CLB. For f*ck sake, don’t discharge the bottles, there’s no fire. It’ll shut up after 3 or 4 seconds. Again, reason unknown, everybody just kind of lives with it’s quirks now. KME is commonly referred too as “Kill Me”, as this is the aircraft with the most random issues. Brake temps breaking the charts when you start up from cold and dark in DXB for example. You’ll get used to them, and you’ll get used to which ones are “KME Normal” and KME actually trying to kill you.
- potato3732842 1y agoI'm sure the usual suspects are pounding away at their keyboards with condemnation but after reading that but I think that's a pretty gloving review, all things considered.
- 12_throw_away 1y agoAgreed, unlike the Yemenia one, this one sounds like it's mostly professionals doing the best they can under difficult circumstances.
- 12_throw_away 1y agoFound this part interesting: > somehow Kam Air can keep all of their APUs operating but European carriers I've flown with will go the entire Summer season hopping about the Greek Islands with it INOP If anyone knows: is it normal to allow dispatch without the APU? I kind of assumed it would be a required redundancy, especially on an airbus where the computers and electronics are what keeps the thing in the air ...
- jenny91 1y agoThe APU is not on during flight, so not a safety thing. It's just for providing power (and bleed air) on the ground (if there's no other power source). E.g. can't start up at airports without external power with the APU INOP.
- sterlind 1y agoif you don't have a RAT you need the APU for emergency power if your engines fail in flight.
- addaon 1y agoAPUs have a common mode failure with main engines: lack of fuel. Are there designs out there which require emergency power after engine failure and don’t have a RAT?
- scrlk 1y agoThere was a Mentour Pilot video on the Jeju Air crash that touched upon this. With a dual engine failure on a 737, you lose both generators and fall back to the emergency batteries (no RAT). The aircraft remains flyable, but it's extremely challenging - you need an operational APU to make things a lot more manageable: https://youtu.be/9GbmGUk8Y0M?t=2001 https://youtu.be/9GbmGUk8Y0M?t=2001
- aivisol 1y agoIf I remember correctly it came very useful during US Airways Flight 1549 accident?
- rwyinuse 1y agoAnother great read, thanks for linking! I remember reading report from another captain, flying for Kam Air or some other Afghan airline about a decade ago. I recall his hotel got attacked by Taliban suicide bombers, but other than that the contract went fine. I guess things are calmer now out there.
- kylehotchkiss 1y agoI was highly impressed by KAM. Almost normal. They did a nice job depending on Dubai as a base: