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Aviation History
1956
1956 - 0651.PDF
PLIGHT, 25 May 1956 The "balus" (meaning "pigeon"—otherwise aero- plane) brings mail and supplies to Kokoda, in the Northern Division of Papua. NEW GUINEA'S AIRLINES . . . the various gaps used en route the escaperoutes if the valley is "clamped" by cloud or weather, and the weather associated with theroute and seasonal changes. As he becomes more experienced, he is introduced to furtherroutes and airstrips under the same pattern of operations until he has reached a stage of fullcompetency and can operate into any strip. "As the smaller-aircraft pilot accumulatestime and experience in the New Guinea region, he may at a later stage be considered as a candi-date for a DC-3 command should a vacancy exist," went on Capt. Denny. "If he does getthe opportunity, he is given 100 hours in com- mand on a DC-3 under the supervision of acheck captain. At the completion of this 100 hours, the trainee captain then proceeds toSydney, where he is flight-checked and under- goes technical examinations. "Upon return to New Guinea he is given his final check andbegins his operations in command of a DC-3. His initial 300 hours are flown on coastal routes and to one or two of the nearerinternal strips. He then commences from three to five checks over each of the internal routes, carrying out landings undersupervision at each airstrip. When the check captain is satisfied with the trainee's ability and certifies in writing to that effect, thepilot may then operate to the strips and over the routes designated. All pilots must be checked into all strips. "As we do not fly the same volume of small-aircraft operationstoday as we have in past years, the DC-3 captain does not always come from the ranks of small-aircraft pilots. However, we doprefer our captains to have operated small aircraft in this area prior to achieving a DC-3 command."Capt. Denny concluded by saying: "Our training system is sometimes tedious and perhaps a little over-cautious, but ourflying record reflects its merit. In some eight years of operations on DC-3 aircraft, th».re have been no fatal accidents and very fewincidents. Much of the credit for this record must be attributed to a high standard of engineering and maintenance." Flying internally in New Guinea involves techniques other thanthose normally involved in aircraft operations. It is chiefly con- tact flying, and night flying on internal routes is forbidden exceptin emergencies. A pilot learns to make an "angled" approach to gaps in order to allow a turnaway if the weather situation on theopposite side looks impossible. He must learn to assess weather ahead and to fly "looking over his shoulder" for he must neverget caught in cloud. If he thinks he can negotiate a given situa- tion he learns to go back home. Airfields in New Guinea range from well-equipped airportssuch as Lae (on Huon Gulf)) which can take all types of aircraft, to emergency strips hacked out of the jungle-clad slopes, somesuitable only for small aircraft. Of some 30 Department of Civil Aviation "aerodromes" listed recently about half wereemergency strips. Some 40 other strips belong to the Administra- tion and a further 40 are owned by private persons and the variouschurch missions. The inland landing strips for small aircraft also produce somepeculiar characteristics, with seemingly impossible approaches, split levels, cross winds, soft surfaces, long grass, pig-holes, andsometimes poor maintenance standards—all of which add to the pilot's difficulties. All the Highland airstrips are grass surfaced and have rainfallrestrictions; above certain laid-down rainfalls within given periods of 24, 48, and 72 hours, which are recorded for each strip, land-ings are not permitted for aircraft in certain all-up weight groups. The internal airstrips almost invariably have restrictions of somesort placed upon them. Nearly all require landings in one direc- tion and take-off in the reverse, regardless of wind direction.Some are cleared for landings in both directions but restrict take-off to one direction. New Guinea pilots will dispute strenuously which are thetrickiest airfields. Built on the sides of ranges, some have gradients. Of these, Wau (3,450ft a.s.l.) is the most spectacular,with a gradient of 1 in 12; there is a drop of 287ft between one end and the other. On one occasion a pilot forgot to use hisbrakes for parking, and the aircraft ran backwards and piled up. Wabag, used by DC-3s, is also ••an unusual airstrip—length3,700ft, altitude 6,500ft, gradient 1 in 133. Located on a shelf in the side of a range, its slope is divided into three main steps;and both ends of the strip end at 500ft gorges. Landings and take-offs are one way only, the approach being made over asmall mountain-spur which at times causes severe wind gradients. But perhaps the most difficult airstrip is Kainantu, in theLower Highlands area—altitude 5,000ft, length 3,810ft, gradient 1 in 66. This strip is located at the lowest point in a basin ofrolling hills. Landings are in both directions, but take-offs are almost invariably made down the small slope. An aircraft mustimmediately begin a healthy climb to avoid range spurs and pine trees; and if a heavy load makes this impossible, a gentle turn awayfrom the nearest obstructions must be started almost immediately. But this'""'*** may head the aircraft towards rising ground, and, if the rate of climb is stillnot sufficient, a further turn must be made, and so on until the hills in theimmediate vicinity of the strip can be cleared. Flying of this kind clearlycalls for the most delicate judgment. The Australian Department of CivilAviation loading charts are computed at developmental standards in this area,which virtually ignores the possibility of loss of an engine at take-off, andthis leaves no safety factor. Most pilots learn to treat the allowable take-off loadat Kainantu with extreme caution. Past experience has indicated that com-puted safe loads, whilst being mathe- matically accurate, can cause aero- Arriyal of a service is always an event of interest at outstations in Papua and New Guinea. This Dragon has just landed at Kainantu in the New Guinea highlands. This elderly de Havilland type continues to give faithful service.
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