PLANNING

This section is not about Wind, Headings or Time Intervals
It is what you do when some one says to you
"Why don't we fly across/over to .......?"
A common mistake many pilots make is to fill every seat on the aircraft to optimise cost sharing for a long flight.

For a C172 like VH-IDT, I would not consider more than two people. For our flight, Rosie and I will even be removing the rear seat for two reasons.
Not only will we gain some useful load capacity but the extra floor space when combined with removal of the front seats (Easy to do) provides a large flat floor area on which to sleep if the accommodation plans go pear shaped.

I start my planning with a large small scale map of Australia, 1:5,000,000 is a handy size.
You probably have a favorite aircraft that you will use (Hopefully it's your own) with characteristics that are well known to you. If by any chance it is not your aircraft, you should become thoroughly familiar with not only the flight characteristics and limitations but also with it's maintenance history. 		Next step is to determine the maximum range you will fly in any segment. Maximum range is determined by either the fuel available or the time you are prepared to sit in the aircraft doing your piloting things.
The latter is influenced greatly by having a second pilot available. For single pilot operation, consider reducing your daily work load to around one third of what you might take on with two pilots. Note that even moderate turbulence will add to your fatigue.

Set up a pair of dividers corresponding to your maximum flight distance for your map scale.

Starting from your base airport, discover which places and airports are 'in range' of the arc covered by the dividers.

 Pick your most favoured first stop and repeat the process for your second segment and continue until you have a rough idea of the total route.
 
 
It can happen that your first choice of fuel stop just does not fit in with the route further along, in which case, start with your second favorite 'first stop' and replan the complete route.

There will be many factors that determine your best route, not the least of which would be whether you are just passing through for fuel or will be seeking accommodation.
Points you should look for when searching for fuel stops are: Hours of availability, is there a 'call out' fee, what types of payment will they accept?  eg.Does the Agent or bowzer accept fuel Carnet cards and what is the price?
I mention price and although it is not a significant factor in our trip, there are private strips where the fuel is very expensive so make your enquiries first.
 
 Two strategies for minimising fuel costs are either replan the route via another location or carry extra fuel from the previous stop and make a 'middle of nowhere' landing at a deserted strip. Make sure you check the strip for permission and suitability and also that your aircraft loading is still within limits.

References like the AOPA National Airfield Directory combined with the relevant WAC will help you find such places. ERSA will have the latest info but may not list the places you need.

Landing fees are another consideration. How are they billed and can you pay as you go.
At YSHK, if you don't pay on the day, you will be sent an account for double what you would pay at the gate.
 
 
When selecting accommodation, we opted for places that advertised 'airport pick up'. Many turned out to be aviation friendly. These included Port Pirie, Ceduna, Southern Cross and Denham.
We will report in more detail about accommodation in other parts of this site.


Just a quick word about aircraft and airport security.

If your aircraft is parked in an unsecured area, be alert to fuel theft at overnight stops.
Delay refuelling until the morning of departure.

If you are using a Security Controlled airport and intend leaving and reentering Airside, call the operator and find out the procedure.

Be especially alert if your airport has baggage screening and therefore sterile security airside. You may be in the situation that you cannot take certain items back on your own aircraft.
Guess why we're not staying at YPKG?
As very little of our big country remains unexplored, there will usually be somebody who has done the trip.
Talk to pilots and operators involved in outback flying.

Before I first flew across the Nullarbor in '87, I received my help from a journalist who had just flown his Auster across the Nullarbor. Many of his findings are still relevant today as evident from the places that Rosie and I will use for fuel stops.


David.