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This section shows the waypoints he was planning to fly and and these can be identified on an IFR (Instrument Flight Rules) chart as Nav-Aids/waypoints.                               


TUK: TukiTuki              

TKE:  The Lake

CH:    Coffs Harbour

PMQ: Port Macquirie

TRE:  Taree

CRV:  Craven

SGT:   Singleton

MQD: Mt. McQuoid

HWK: Hawkes

BK:     Bankstown

The numbers written under CH, PMQ, TRE, are the frequencies needed to dial into the ADF and VOR to give a heading to those stations. You’ll note that Coffs Harbour is the only one with a VOR frequency between Coolangatta and Taree and the frequency of this was written along with the ADF Frequency.

The “LSALT” is the “Lowest Safe Altitudes” for flight in those areas.

The column FL or Alt (Flight Level or Altitudes) figures show what height in thousands intended to fly - i.e: Altitude 075 = 7500 ft.

I believe he was anticipating a clearance through Williamtown AFB’s air space, but had filled out the Flight Plan deviating around it just in case he didn’t get the clearance. This more than likely would have been the expected way of filling out the Flight Plan as to not do it this way would have been being very presumptuous and be seen as irresponsible. You’ll see on the previous page, VH-AZC filled in an alternative route section, so he was obviously in less of a hurry.

When Williamtown offered a clearance through their zone, he said it was his preferred option, although after 5 1/2 minutes had passed and he still had not received a clearance, he decided just to continue on the track towards Singleton.


Mike's elapsed times shown on his Flight Plan were correct all the way down the coast from Coolangatta to Taree and that was working on a wind of 240/40 from Port Macquirie onwards, so it would be reasonable to expect these same winds to at least part way inland towards Craven, but as the time increased dramatically from his estimate of 20 minutes to 28 (although he travelled a further distance - more on this soon), I would say that the wind speed increased somewhere within this leg. Cessna 206 VH-AZC – 5 minutes ahead of MDX at Taree, took an extra 7 minutes to his calculated time to traverse Taree to Williamtown which could have indicated that the winds there were higher than the forecast winds, but then I found the pilot's statement admitting that he had only 'guess-stimated' his ground speed as being 120 knots to make it easy to work out (two n.m/min - more on this later - page 12)

It is interesting to note that AZC requested clearance through WLM's zone 2 minutes before they were over Taree and WLM tower gave the clearance as permission to transit their “restricted zones.”


MDX pg 4

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