On January 11 we flew the relatively short (for this trip) 1,221 NM (1,405 SM) flight from the Maldives/VRMM to the Seychelles/FSIA.
The weather for the flight promised to be typical tropical conditions with some tall cumulus clouds, but not much in the way of serious weather. We did the standard small diversions around any clouds we could not fly over and had a smooth flight the whole way.
The pre-flight satellite image showing some high clouds, but nothing serious (i.e., thunderstorms) and easily flown over or around.
The big challenge on this flight was communications. Departing the Maldives, we had good VHF until we got to the boundary with Mumbai FIR (flight information region) which we would traverse for about 600 NM or more than two hours.
Mumbai had three HF frequencies they were working (no VHF) with different people on each one. On initial call to the primary frequency, they said our transmission was weak and to try the first back-up frequency. Just getting that information across took about five minutes and several back-and-forth exchanges. Once we made contact on the second frequency, we got the same "weak transmission" message and were sent to the third frequency. After much effort establishing communications on the third frequency, we were sent back to the first! We got the impression none of the Mumbai controllers wanted to handle our little plane given all the big airliners they had to deal with and thus just passed us around to their colleagues.
Eventually (about 30 minutes after crossing the boundary into the Mumbai FIR) we found a controller that checked us in and provided a SELCAL check. Whew. Once the SELCAL check was confirmed, we could mute the HF and motor-on in peace-and-quiet. The controller had only asked for our estimate for the OTKIR fix which was on the other side of their airspace (615 NM distant) and made no mention of checking-in at any other fixes or times. We think she just wanted to be done with us.
So we flew along over the middle of the Indian Ocean for about two hours talking to no one. Prior to signing-off with Mumbai, we got permission to deviate 30 NM from course as needed for weather and we did some zig-zagging to stay in smooth air and avoid any potential for ice. We were IMC for a while, but it was smooth.
After about two hours and 100 NM or so from the boundary with the Seychelles FIR, we thought it would be a good idea to check-in again with Mumbai to give them an updated arrival time estimate for the OTKIR fix (on the boundary of their airspace) and get their instruction to contact the Seychelles FIR at the boundary as is typical in oceanic operations. So we un-muted the HF and were greeted by a jam-packed frequency with dozens of airliners calling Mumbai - sometimes with more than one at the same time. The frequency was absolutely chaotic and we could not get a word in edgewise.
After about 30 minutes of trying to contact Mumbai, we gave-up and started trying to raise the Seychelles on the long list of HF frequencies listed on the charts for them. We also monitored their VHF frequency and could weakly hear aircraft talking to the Seychelles controller, but not the controller. But, it was good to have some sort of communication as we could always ask the aircraft to relay a message for us. Eventually we heard an aircraft read-back an HF frequency for the Seychelles controller and we tried that frequency and immediately got a clear response. We were back in business.
The approach and landing into the Seychelles International Airport (FSIA) was uneventful. Once on the ground, we found that we had to deplane our "passengers" (Becky and Carolyn) at the VIP terminal for GA aircraft and then start-up the plane and taxi it to a remote parking area. While we normally try to fuel the aircraft on arrival, regulations at this airport do not allow fueling until within two hours of departure. That was a new rule for us and although I asked for the rationale, the explanation was not clear to me. We were also told they could not fuel in the remote parking area. Thus when returning four days later for the departure, we would need to taxi the plane to the main ramp and refuel there. Sort of a hassle, but manageable.
The Seychelles was another stop along our route where we planned a somewhat extended stay of four days. It is a beautiful island and the view from our "villa" was not too shabby...
So we have a nice four day break until January 15 when we fly 2,217 NM (2,550 SM) from the Seychelles to Maun, Botswana with a fuel stop at the tiny French island of Mayotte along the way.
