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     Don Mueang International, Bangkok, Thailand

     Monday 27^th September 1999

     It’s at night, I’m in command of a B-747-200, and I’m sweating bricks; not from heat but purely from stress.

     So what’s got Mrs. Chisholm’s little boy so stressed out, dear reader?

     Perhaps it has to do with the fact that I’ve just suffered an Engine #4 failure and a fire in Engine #3, which I’ve shut down and extinguished.  Presently I’ve got two engines remaining, Engines #1 & #2 on the left wing, setting up a monstrous yaw to the right...that I’ve managed to neutralize with rudder trim.  The 747 is sluggish in this lopsided, two-engine configuration, so I go back to my helicopter training...with gradual, smooth, easy control pressures.

     My Thai Co-Pilot is handling the radio, while he and my Thai Flight Engineer are running the “Two Engines Inoperative” checklist.  So far they’ve proven to be on top of things.

     We’re attempting an ILS approach to Runway Two-One Right at Don Mueang Int’l Airport in Bangkok.

     I have to remember the following:  Keep the control wheel level with rudder.  Avoid level flight with the landing gear down.  Do not leave the initial approach altitude without landing clearance.  Don’t attempt a go-around below 1,000 feet above the airport’s elevation, or after the landing gear is extended.

     At present I’ve already intercepted the Localizer, at Flaps 5, and have received landing clearance.  Now I’m waiting for “one dot” above Glideslope interception.  Aha...there it is!  Losing my stutter, I tell the Co-Pilot to confirm “landing clearance,” which he does and receives confirmation from the Tower.  Immediately I call for “Flaps Ten” - the Co-Pilot selects it.

     For this two-engine configuration Flaps 10 requires 183 knots plus 15 knots, requiring me to slow the 747 to 198 knots (228 mph).

     As we intercept the Glideslope I call for “Gear Down.”  The Co-Pilot moves the landing gear lever to “Down.”  There follows a lot of thumping and bumping as the gear doors open and all 18 gigantic wheels extend to their down and locked position.

     Currently we’re going downhill on the Glideslope, and as we descend through 800 feet I call for “Flaps Twenty,” which my Co-Pilot instantly selects.  The Flaps 20 speed is 163 knots plus 20 knots, so I reduce speed to 183 knots (210 mph).

     Then I have the runway in sight – our landing is assured – so I call for “Flaps Twenty-Five,” and when my Co-Pilot selects it, I reduce to our landing speed of 163 knots (187 mph), and tell my Flight Engineer to standby on the rudder trim.

     As we’re about to touchdown, I smoothly reduce numbers #1 and #2 throttles to idle as I tell the Flight Engineer “Zero out the trim!”  He does, dialing the rudder trim wheel to “Zero,” causing the rudder pedals to “feel” normal once again.

     It’s a smooth landing; the spoilers automatically deploy; after the nose wheels touch down I shift Engines #1 and #2 into reverse idle with my right hand; with toe pressure on both rudder pedals I gently apply the brakes to all 16 main wheels.  Reducing past 80 knots, the Co-Pilot calls out the speed and takes control of the yoke – keeping the nose wheels firmly on the ground with a slight forward pressure.  Removing my left hand from the yoke, I place it on the nose wheels’ steering tiller next to my left knee – using it to keep the 747 on the runway’s centerline, as I shift engines #1 & #2 into forward idle thrust.    

     After coming to a full stop, and then shutting down the engines, I perform the “Securing Checklist” followed by the “Emergency Evacuation Checklist.”

     From out of the black gloom at the rear of the cockpit a Thai gentleman, in white dress shirt and tie, appears from behind me.  He places a hand on my shoulder and says, “Excellent job, Captain Pete.  Let’s get coffee.”

     Forgive me, dear reader, we’re not in a real 747, instead, all this high drama had taken place inside a 747-200 Simulator.  This Thai gentleman was a Thai Airways International 747 Simulator Instructor, and I’ve just completed my tenth-hour in the simulator; passing my captain’s check-ride.  At this point you’re no doubt wondering; what on earth have I gotten myself into now?  Something quite bizarre I assure you.  Please let explain.

     A large, successful Israeli travel agency, based at Tel Aviv, approached TG (Thai Airways International) with a contract to haul Israeli tourists and Thai workers between Tel Aviv and Bangkok, with guaranteed, round trip, 747 full-loads.

     Even though TG licked their chops over such a contract, they couldn’t touch it with a barge pole, because of their huge, very lucrative contracts with Saudi Arabia.

     It was the old Coca Cola/Pepsi Cola Saudi syndrome, dear reader.  Coca Cola had the exclusive franchise for Israel; therefore it was banned in Saudi Arabia.  Whereas Pepsi had the exclusive franchise in Saudi Arabia, but would lose such franchise if it attempted to sell its product in Israel.  Ergo one could not find a Coke to save one’s life in Saudi Arabia, or a Pepsi in Israel.

     Reluctantly TG passed this Israeli contract onto TFS (Thai Flying Service) an air charter company with a fleet of corporate, light twin-engine aircraft and helicopters.  Eagerly TFS snatched the contract up and jumped into the airline business with both feet.

     As you shall see, dear reader, one must always look before one jumps.

     At the beginning of August 1999, I got this phone call from my old buddy, Capt. Yai.

     If you’ll think back to the genesis of this chapter, dear reader, you’ll remember that Capt. Yai was my boss on the Vietnam, Pacific Airlines contract.

     Capt. Yai informed me that he’s currently EVP of Flight Operations at TFS, and to cease my beach combing activities and get my wrinkled aviator’s butt up to Bangkok for captain’s 747 training.

     Needless to say, dear reader, I also jumped before looking.

     In addition to myself, Capt. Yai had hired 19 Thai Pilots; arranging for our 747-200 Training at building five, a sleek 27-storied building with a mirror-finish, in the TG Headquarters Complex at Bangkok.  

     Of all the airline ground schools I’ve attended, TG’s Ground School by far beat them all to hell; even TWA, SAUDIA and American Airlines. 

Capt. Yai in the peach-colored shirt.

     Our classroom was in room 9 on the fifth floor, and was well lighted, spotlessly clean and modern.  Outside the classroom were comfortable lounges with couches and coffee tables.  As for refreshments on coffee breaks, no beat up, dirty dispensing machines that stole one’s money here, instead a neatly dressed Thai lady served us drinks and snacks from a proper kitchen.  She spoiled us rotten.

     All subjects were conducted in English, as the TG Instructors were fluent in this medium; encouraging the local students to refrain from using Thai.  It is after all the international aviation language.

     After completing a delightful two weeks in ground school, and passing the required written exams, we all moved on to simulator training.   

     As for the 747-200 Simulator, it was on the ground floor, and, since TG was phasing out their 747-200s, we were its only occupants, which meant training during normal “Banker’s Hours.” 

     Despite our not being employed by TG, dear reader, no crawling into the TG Simulator for training at 2 A.M. or 4 A.M. for us.  Hooray!

     After I completed my 10^th hour in the simulator, and passed my check-ride, Capt. Yai took me aside and asked if I’d mind doing an additional 30 hours in the simulator.  In order to help train some of the Thai Pilots who didn’t have much heavy turbo-jet time.

     Is he kidding, dear reader?  I was over the moon!  This meant I’d have 30 hours of free time, playing with my very own 747 Simulator!  What a stroke of luck!

     Naturally I agreed to help out, riding along in the simulator as captain, and the time passed enjoyably and quickly.

     After simulator training, we were all sent home to “wait.”  TFS was in the process of either leasing or purchasing a 747-200 for us to get our three “bounces” in. Afterward we’d proceed with line proving, flying 747 round trips to Tel Aviv observed by the Thai DOA, in order to receive TFS’ Operating Certificate to haul passengers on that route.

     The next thing I know, I’m sitting on the beach at Phuket, waiting for the “phone call” from TFS to go back to work.  And while I wait, every two months I hop a jet to Bangkok, pick up two paychecks and return to Phuket.

     Would you believe it, dear reader, this went on for a year!

     Shortly after I turned fifty-eight in 2000, the TFS paychecks dried up and the 747 job vanished. I never did get that “phone call.”  Apparently TFS couldn’t get financing and the airline went the way of the dodo.  Between my age and the brain tumor, this would mark my last job as a pilot.

     And quite frankly, dear reader, being allowed to play around with the 747 simulator wasn’t a half-bad way to be put out to pasture.  After all, in my 35 years as a commercial pilot, I had flown for 19 different aviation companies including twelve airlines, causing me to rub up against 20,000 hours of flying time.  Jesus...it made me tired simply arriving at this realization.  It was time to hang up my wings as an air-whore. 

    Therefore, sad as it may sound, this completes my strange odyssey as an aviator. 

     I sincerely hope you enjoyed the “ride,” dear reader, as much as I did.