A big trip and a little rant about airstrip maintenance…

[Philster2001]

Hi All, 

 

Just arrived home in Esperance WA after picking up my new (to me) Jabiru J170 in Wentworth NSW. 3 days, 2 nights, 1269NM, 15.5 hrs flying, dodging low clouds and rain showers. Very satisfying, my first trans Australia trip in a light aircraft.

 

One small rant though, about airstrip maintenance across the Nullarbor. I had to dodge rain showers and low clouds most of the way, turned back and diverted a number of times. See the photo for the condition of one of the airstrips that I wanted to use as an alternate - completely unserviceable, and from previous experience, extremely dangerous to use in any kind of wet weather. I won’t name the strip, but I feel that the owners need to take responsibility for maintaining their airstrip, or at the very least, place a white cross on the strip when it is in this condition. Australia is a huge country and there are limited airstrips available on trans Australian trips like the one I just did. 
 

Am I being too critical? Wondering what others think…

[Thruster88]

It is the nature of bare earth strips. Occasionally my strip is a little on the wet side if the water won't all fit through the 18 inch pipe. 

[PureCaboose]

Nice amphibian runway you got there. 😀

[skippydiesel]

Seems to me that outback (low rainfall areas) strips are not usually made to accommodate significant rainfall.

 

I think is this probably a reasonable strategy, as to make them all-weather would be a major cost that cannot be justified for an infrequently used asset.

 

Where there is a contact name/phone number, it is the pilot's responsibility to phone ahead for a strip condition report.

 

Philster - I would like to hear a lot more about your trip across Australia (it's on my bucket list). What was your rout & why? Where did you land? Fuel? Bed?  Food? etc

Edited June 16 by skippydiesel

[facthunter]

People are reluctant to pay for aerodrome usage.. In really wet weather I  can't see how you'd keep a gravel surface serviceable. You can't grade it till it dries out. and sealing it?? See Gina. She's got 56 Billion.. Your flight is an experience and always  subject to weather unless you're flying In a Jet, and even then you might end up in Meekatharra.  Nev

[Philster2001]

Yes, but technically it's not that hard to put a convex camber on a gravel strip so that the water runs to trenches down the edges. That's what we have here at the Myrup Fly-in Estate (Esperance). We get a lot of rain here in winter and the strips are both totally serviceable soon after it rains...

[facthunter]

Your very pleasant place is much less flat than most of the Nullabour AND more populated.  Nev

[Red]

Pilots responsibility to phone and ascertain information on private strip conditions for any chosen diversion strips.

If chosen in an emergency then just be thankfull its something better than a rock garden

[rgmwa]

50 minutes ago, Red said:

Pilots responsibility to phone and ascertain information on private strip conditions for any chosen diversion strips.

If chosen in an emergency then just be thankful its something better than a rock garden

I phoned the roadhouse at the next strip on the Nullarbor once to check its condition. The problem is you can't always be sure that the person who picks up the phone understands light aircraft. Seems obvious, but you have to ask enough questions to satisfy yourself whether the strip is likely to be OK, rather than relying on the person at the other end of the phone saying that "it's fine". You're the one taking the risk, so you have to make the assessment. Relying on a stranger's opinion could get you into trouble.

 

[facthunter]

Trouble is there's not usually  another, Just down the road and I've been there when the was 4" of mud and gravel and water all  over the road on my 1918 Indian with trucks churning through it from Coolgardie to Kal.   Nev

[Red]

47 minutes ago, rgmwa said:

I phoned the roadhouse at the next strip on the Nullarbor once to check its condition. The problem is you can't always be sure that the person who picks up the phone understands light aircraft. Seems obvious, but you have to ask enough questions to satisfy yourself whether the strip is likely to be OK, rather than relying on the person at the other end of the phone saying that "it's fine". You're the one taking the risk, so you have to make the assessment. Relying on a stranger's opinion could get you into trouble.

 

Thats no reason to not try and get the information...personal responsibility is something we all accept as Pilots

Personaly Id rather we didnt follow the general trend within modern society of assuming everyone else has a duty of care for us....maybe thats just me but there it is.

 

[facthunter]

Apart from the highway and the roadhouses it's definitely a REMOTE AREA. One of the best things to do would be study the weather for 2weeks before as well as the forecast during the time you'll be doing it. Get info that shows the MSL Isobars. You DO need a few things going for you.   Nev

[Philster2001]

Hi Skippy,

 

I departed Wentworth bound for Flinders Field (east of Port Augusta) at about 1pm Thursday, but had to divert to Waikerie due low cloud and showers over the hills. There was a chap in a workshop there working on his glider, and he gave me some local knowledge about a possible low terrain route zig-zagging through the hills to the Clare Valley (dodging wind turbines galore!). Turned out perfectly and I made my way through to Port Pirie, landing nice and comfortably before last light. Stayed the night there, got some 98ULP in town the next morning, then headed direct to Ceduna (slow flight due to 20Kts right on the nose!).

 

Stopped at Ceduna for fuel and some lunch (friendly local pilot helped me as no Taxi's in Ceduna!), then on to Nullabor Roadhouse, where I knew I could taxi up to the bowser (a friend had recently done the reverse trip from Esperance to Gold Coast in his Super Petrel seaplane, and filled up there).

 

Then tried to make it through to Border Village but some showers blew in from the ocean on a southerly, so turned back after about 30NM. Had a very nice dinner and a comfy room there for the night (I work online to fund my obsession with aviation so need power to charge my 3 laptops 🙂).

 

Next morning was fogged in until about 9:30 local time, but I knew I was picking up 1.5 hours with the time change to WA time, so I was confident I could make it direct to Esperance if the weather was kind (the J170 has very long legs - 9 hours endurance on full tanks!). But of course the weather was not so kind and there was a band of showers in a direct line from Geraldton to Israelite Bay and headed perfectly in that same south easterly direction!

 

So I dropped into Balladonia (after one of my SARtime friends rang them to ask about the condition of the strip), topped up the tanks in case of further diversions, had a coffee, then by about 2:30pm the front was starting to thin a bit to the north near Norseman, so I decided to head further west to see if I could find a hole through the showers. I got to Southern Hills and sure enough a small hole opened up directly south, so I made a run for it and the front was only about 5 mins wide. 

 

That took me on a direct course for Esperance, and gave me a very generous 20Kt tailwind, and perfect smooth conditions at 2500. Lovely way to end my flight 🙂 

 

Some of my learnings from the flight (my first trans Aus one):

1. Plan, plan, plan - NAIPS, BOM, Windy, Ozrunways, local knowledge (don't ever be afraid to ask questions and network, but obviously you are PIC so you make the final decisions).

 

2. Brush up on your crosswind landings because sure enough you're gonna need some! 

 

3. Have a team of SARtime friends to support you (sometimes 4G dropped out and I was able to get weather radar screen shots through on 3G text messages from one of my pilot SARtime friends). I kept all 4 of them updated regularly on all my legs, so felt much less isolated.

 

4. Phone ahead for availability of fuel and accommodation - Nullabor Roadhouse only has 95 and the Jabs run best on 98, but its Ok to shandy them for a short time with Mogas (or even AvGas if I had to divert to Forrest). And carry spare Jerry cans (I have 4x10L empty in the back).

 

5. Be prepared for diversions and turn-backs due weather - have plenty of alternates planned, and enough fuel to cater for long diversions if required.

 

6. The final and most important principle that I apply to all of my flying is - never be in a hurry! I had 7 days up my sleeve to get back to Esperance (running my flight school again from this Thursday), so I was confident that I could make it in time. But I was also prepared to be stuck somewhere on the Nullabor if the weather turned atrocious, as it sometimes can. Remember - take-off is optional, landing is mandatory!

 

Cheers

[rgmwa]

2 hours ago, Red said:

Thats no reason to not try and get the information...personal responsibility is something we all accept as Pilots

Personaly Id rather we didnt follow the general trend within modern society of assuming everyone else has a duty of care for us....maybe thats just me but there it is.

 

I totally agree. The whole point I’m making is that we are responsible for our decisions based on the best information we can get. We shouldn’t rely on others to make our decision for us.

[BrendAn]

7 hours ago, facthunter said:

Your very pleasant place is much less flat than most of the Nullabour AND more populated.  Nev

That doesn't mean they can't grade a camber in the runway like he said. 

Flying doctor just uses the highway if the strips are wet so that incentive is lost 

[facthunter]

Where does the water drain to on a flat surface? Cambered runways have their own problems.  The places where it's used as a runway are widened. on the road. I only know of one place like that. Nev

[BrendAn]

5 minutes ago, facthunter said:

Where does the water drain to on a flat surface? Cambered runways have their own problems.  The places where it's used as a runway are widened. on the road. I only know of one place like that. Nev

I worked on mines throughout the goldfields and Pilbara, flat country just like the Nullarbor and all the haul roads are cambered,water runs into drains cut along each side.

[skippydiesel]

Hi Philster,

 

I realy appreciate you taking the time to write out your trans Australia schedule & experince along the way.

 

When I do my trip to Perth (Serpentine??), I will be departing The Oaks (SW of Sydney) just a few Nm further east than Wentworth, but asides from that, your story provides excellent information & invaluable advice. I will use it to update my OzRunways plan.

 

Thanks again.

[Philster2001]

Hi Skippy,

 

Sounds like you’ll also be having some fun flying! I’m a member of the Serpentine club and currently have my Lightwing SP2000 there for sale as it’s not certified for training. I live in both Perth and Esperance, so I might be there when you get there…let me know when you plan to be there and we can raise a glass together maybe… 🙂 (8 hours before flying of course - haha!)

 

I’d do the trans Aus trip again in a heartbeat - hoping to be able to do more touring flights in the J170 - maybe Uluṟu and the top end in winter could be on the bucket list…

 

cheers

[skippydiesel]

Had a good time plotting you trip on OzRunways and taking in your comments on fuel, weather related change of plan, etc.

 

Please confirm: -

You refueled/topped up X 4?

Managed to avoider using AvGas?

Did not land at any security (ASIC) controlled airfields?

 

I fly a newly hatched Sonex Legacy/Rotax 912ULS, cruise duration (at 75%) is about 6 hrs, with 45 min reserve. Should be enough to, safely, get from one refueling field to next, without stress. 

 

Your X wind advise is particularly germain, my aircraft is a tail wheel & I have low hrs in it.

 

My planning has changed often with Serpentine always being the final destination. Sometimes I follow the southern coastline of WA all the way round,  alternative up to Kalgoorlie and then west. I have various routes across NSW however SA has remained fairly consistent (mostly following your track).

 

My return has been following the railway line, via Forrest  - fuel consideration, seems to be a lot more challenging but weather more consistent inland compared with coast???? 

[skippydiesel]

11 hours ago, Philster2001 said:

Hi Skippy,

 

Sounds like you’ll also be having some fun flying! I’m a member of the Serpentine club and currently have my Lightwing SP2000 there for sale as it’s not certified for training. I live in both Perth and Esperance, so I might be there when you get there…let me know when you plan to be there and we can raise a glass together maybe… 🙂 (8 hours before flying of course - haha!)

 

I’d do the trans Aus trip again in a heartbeat - hoping to be able to do more touring flights in the J170 - maybe Uluṟu and the top end in winter could be on the bucket list…

 

cheers

Thank you for your generous invitation.

 

It would be great if a "gaggle" (number of small aircraft flying in company) could be formed. More fun & safety in numbers.

[Philster2001]

Hi Skippy,

 

Yes, I refuelled at Port Pirie (98), Ceduna (98), Nullabor (95only) and Balladonia (98). The Balladonia top up was just contingency in case of a major diversion due weather, which I didn’t need - landed in Esperance with 60L still in the tanks.

 

Didn’t need Avgas, as I chose to refill 4 x 10L plastic Jerry cans with 98 in town at both Port Pirie (taxi cab) and Ceduna (friendly local pilot, no taxi cab). Nullabor was aircraft taxi up to the bowser, and Balladonia only a short walk to the bowser.

 

No landings at ASIC controlled airfields, as far as I could see… 🙂

 

Definitely would recommend the coastal route as the scenery is spectacular! Not much to see in the Goldfields and Wheatbelt unless you have somewhere specific to visit - eg Wave Rock.

 

Yes, I agree the weather is likely to be slightly more kind to you further inland, but 95/98 is definitely less available - I’m told Forrest only has Avgas, but I could be wrong - phone to confirm I guess. If you stay coastal just remember the golden rules - never be in a hurry, plan for delays/diversions and stop at places where there is fuel and accomodation.

[skippydiesel]

Thanks again,

 

Any thoughts on most auspicious weather time(s) of the year??

[facthunter]

Out in the open in the hottest part of the year you won't last long without shade and water.   Nev

[skippydiesel]

Via Forrest  - Fuel IS the BIG consideration

 

My assessment of the options for fuel on the inland/railway route via Forrest :

 

Refuel with AvGas @ Forrest - No problem. Rotax will accommodate the resultant "shandy" with 98 RON. Cost may be a factor.

 

Carry additional fuel - I will have 2 x 20L fuel bladders with me, that could containe 98 RON. If needs be could add a third 20L. This would add  > 4 hrs to my duration, still air > 1339 NM.

 

There seem to be a number of auto fuel possibilities, close to ALA's , along the Stuart Highway, well within  range but of course all would have to be contacted/verified before decision/launch time in Perth.

 

Not entirely comfortable with idea of carrying fuel in the cockpit area but many have done it before me.