As Nepal has
no borders with Bangladesh, we were forced to fly over a little bit of Indian airspace.
While we had the Nepalese and Bangladeshi clearance numbers since several weeks, we only
got the Indian YA number the evening before departure. We aimed for a reasonably early
departure, got up as usual with the sun at 6:30 am, and were ready to leave the Kathmandu
Guest House by 8:10. Bir Singh had organised transport for us to the airport, but
unfortunately the driver was almost an hour late due to traffic. Rush hour traffic in
Kathmandu is a slow diffusion process of bicycles, rickshaws, cars, smoking three-wheel
two-stroke taxis, all immersed in a thick cloud of dust and pollution and with an odd holy
cow mixed in here and there to complete the picture.
We eventually arrived at the airport, but due to the state of
emergency declared by King Gyanendra last Monday, there were lots of armed soldiers and
policemen surrounding the airport as well as inside the airport. Thanks to our pilot
shirts with gold stripes and crew card, we nevertheless had little trouble getting through
the security barriers. Due to a significant distance between the terminal duty officer,
where the landing and parking fees had to be paid and the briefing office where the flight
plan had to be filed we wasted almost two hours getting through the red tape as it somehow
was necessary to go back and forth several times between the two offices. Kathmandu was
the most expensive airport we have used to date: the landing fee was US$ 265 of
which $210 was the parking fee, $200 to the local clearance agent, $44 for departure
taxes, as we had to pay both for crew and the empty seat. Altogether $510!
Thank god we did not have to pay US$ 1200 in addition for Royal Nepalese handling!!
After all the red tape and thorough security checks due to the
recent Maoist attacks (430 reported dead within the last week!!) as well as 11 September
events, it was almost noon before we took off. However, the Indian FIC (air traffic
control) and ADC (defense) clearance numbers were immediately available when we requested
start-up.
The SID's (Standard Instrument Departures) of Kathmandu all involve
going around the Kathmandu VOR in tight 4 DME arcs until reaching 7500 feet due to the
surrounding mountains. The 'headwind' we had on the ground was somewhat compensated by
marvelous blue skies and tailwinds once we reached our cruising altitude of 11500 feet.
They use the quadrantal cruising altitude rule in Nepal and India below FL150, while the
semicircular rule is used in most of the rest of the world.
We were flying along the Himalayas for the first hour of our 2 1/2
hour flight to Dhaka in Bangladesh and had a great view of Mount Everest and other 8000 m
plus peaks. Over India and Bangladesh we flew on top of a layer of haze going up to about
9000 feet, and we could barely see the ground looking straight down. Air traffic control
was purely routine and non-radar except for the departure and arrival where radar was
available. On our descent we were completely in IMC once we were below 8 - 9000 feet.
Dhaka reported 4 km visibility, sky clear and 26 degrees, the warmest we had seen since we
left India 12 days ago. On short final (ILS approach) , we noticed the characteristic
wetland of Bangladesh with lots of rice paddies, lakes and swamps.
We knew from phone calls and faxes we made from Jaipur that AVGAS
was available but only in 200 liter barrels. After arrival, we spent about two hours
trying to refuel the aircraft without succeeding. We first advised the tower to ask the
fuel company to send the barrel of fuel to the aircraft, then waited for 45 minutes in
vain by the aircraft. Then we called the fuel company by mobile phone and were asked to
come in person to their office. Had great difficulties in locating their office, but
succeeded finally. It then only took 5 minutes to get the message across that they did not
have a pump, and that such a pump was available at the aeroclub at the field and that we
had to take full responsibility for the transfer of the fuel to the aircraft. We were told
that nobody was available at the aeroclub until the following day. Patience, patience!!
There was no major hassle or red tape with immigration and customs - just a General
Declaration in 3 copies.
When we finally left the airport building, a driver with a large
IOM sign was waiting for us. Md. Shahidul Haque, head of the IOM Regional office in
Dhaka had very kindly booked us into the Marriott Guest House and asked the hotel to send
a driver to meet us. The driver had been waiting several hours for us, but smilingly
said it didn't matter. The Guest House is a cosy hotel of only 15 rooms in the quiet
diplomatic district of Gulshan. The IOM office is only a minute's walk away.
1 December. After a good night's sleep, Flemming phoned the
head of the aeroclub this morning. He said that the aeroclub was closed today
(Saturday) but tomorrow it would be open since Sunday is a working day in Moslem
countries. Then they would be glad to help with transferring the fuel from the barrel to
the Mooney. Flemming then phoned the oil company and asked them to deliver the
barrel to the aeroclub. So all should be well. The only snag is that we have
to be there before 6 am as all the roads will be blocked from that time due to a strike by
the opposition party.
After breakfast, we had the pleasure of meeting Shahidul Haque who
kindly arranged for IOM's driver, Ziaoul Haque, to take us on a sightseeing tour.
Ziaoul told us that he had been a freedom fighter in the 1971 war of liberation from
Pakistan. He drove us to the memorial gardens and we took a photo of him in front of
the monument which is at present being spruced up by men on bamboo scaffolding in time for
the 30th anniversary of the liberation of Bangladesh 2 weeks from now.
We understand that we are not allowed to enter Myanmar with any
instruments of communication, so we take that to include the computer. We will be
staying in Myanmar for 5 nights from 2 to 7 December, so no more updates during that time.
Normal service should be resumed from Thailand. |
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Great views of Mount Everest from a distance |