Ice Express

Lonely Stretch

Making direct flights to Antarctica possible was the construction of Wilkins Ice Runway, first opened in 2008, after a three-year, $46 million construction effort.

Named after the first person to overfly the continent, Sir George Wilkins, the 3,500m long, 100m wide runway was cut from glacial ice and levelled by lasers after proof rollers had been employed to compact the snow (this ensured the surface had the appropriate bearing strength to accommodate heavy aircraft). Precision approach path indicators were then installed along the runway’s length as a visual landing aid to arrivals using the runway during its operational period, the austral summer (November to March).

Wilkins Aerodrome is maintained by a crew of eight, who operate onsite transit facilities, cold and warm storage, emergency response facilities, navigation and meteorological stations, shelters for aircraft communications, medical services, living and emergency accommodation, workshop facilities, vehicle and sled parking and fuel storage and refuelling equipment.

Raaf Operations

The Royal Australian Air Force has, over years, employed a variety of types in support of the country’s presence in Antarctica, and in particular for the forerunner of AAD, the Australian National Antarctic Research Expedition (ANARE). Aircraft such as the Walrus, Kingfisher, Dakota, Catalina, Beaver and Porter braved the extreme elements, with varying levels of success, while Lincolns and Hercules were employed for airdrop supply missions in times of need.

Throughout the 1960s and 70s, RAAF Hercules made periodic landings at the US base at McMurdo Sound, and the following decade, a requirement was formulated for the construction of a suitable runway in Australia’s Antarctic zone.

With characteristic bureaucratic alacrity, a quarter of a century after the formal case for Wilkins was tabled, it opened and with it came the possibility of servicing Australia’s Antarctic community with large, fixed-wing transports flying from the mainland. In 2014, the Air Force and AAD began planning a series of proving flights into Wilkins to assess the suitability of the C-17 to operate in this especially inhospitable environment.

WGCDR Brent Taylor, executive officer of 86WG, parent unit of the C-17’s operator, 36SQN, explained to Australian Aviation the genesis of the program that saw the ADF’s largest aircraft (by weight) land at Australia’s most isolated runway.

“During the 2015/16 summer, we undertook five flights to Antarctica using the C-17. The flights were a trial use of the aircraft in delivering cargo, and were strategic missions. We based initially out of Hobart and we launched directly down to Antarctica and landed at Wilkins airfield. Once we stopped there, there was some cargo unloaded and transported to the AAD’s operating base at Casey, 70km away, and the aircraft was returned to Hobart. ” WGCDR Taylor explained that landing on an ice runway presented no insurmountable challenge.

“Landing on Wilkins is very similar, in terms of friction coefficient, to landing on a wet bitumen runway at Amberley. The Wilkins Antarctic operations team prepare the runway by using a specific machine to corrugate the surface, and provide the required friction we need. ” Given the distance from Hobart to the icebound aerodrome (some 3,400km), tradeoffs are inevitably made.

“The C-17 can operate up to 515,000lb landing weight into Wilkins, but in practice we’ll be less than that because of fuel use to get down there. ”

No Cold Shoulder

The US Air Force has operated the C-17 between Christchurch and the sea ice runway at McMurdo Sound for a number of years, as part of Operation Deep Freeze. Stateside-based C-17s have even performed night landings in winter using NVGs, in support of the US’s National Science Foundation. In tapping this experience, WGCDR Taylor observed that 36SQN was able to draw on its excellent relationship with the USAF heavy-lift community, “We employed their knowledge wherever it could help us and they were very cooperative in assisting us with their experience in operating to Antarctica. We were able to send two of our pilots across to the US operation in Christchurch for a part of their season, and they were exposed to several flights down to the ice with the USAF. ” 86WG also drew upon the extensive experience of regular Wilkins visitors, Skytraders Airlines, which operates the Airbus A319 on charter flights to the airfield.

We employed their knowledge wherever it could help us. WGCDR TAYLOR

“Leading up to the flights, in November and the earlier months of 2015, there were two members of the squadron that went down on the contracted A319 that provides the passenger service for the AAD at Wilkins. They deployed on a day trip to have a look at the facilities and assess the runway for future C-17 operations. On the four and a half hour trip, each way, those members studied the operations of the A319 crew and explored the experience they’ve gained so far. One of the 86WG aircrew was even in the jump seat for landing to learn the protocols, which are a little more extensive at such runways. ” In addition to this consultative process, the Wing also undertook simulator training to prepare the crew for the rapidly changeable environment found in the Antarctic region.

“We did some background in meteorology flight planning details and that was practised and rehearsed, both on the ground and then in the simulator, prior to exercising the actual first flight in November.

“What we can do in the simulator for these missions is set up certain parameters, so for example if the weather is cloudy we can add large quantities or small quantities of cloud, we can add rain, we can make it night, so we can replicate as best possible, in a level 5 simulator, the scenario that would be expected. ”

A Slight Breeze

The extreme weather encountered in and around the South Pole has been the ruin of many an aircraft, and Australian aircraft in particular have found the region to be a treacherous place to operate.

The official RAAF history tells of a 1960 Antarctic blizzard so violent, it dislodged Dakota A61-81 from its moorings, with the wrecked airframe subsequently located 13km away from its base at Mawson.

As WGCDR Taylor pointed out, “The weather in Antarctica is obviously unpredictable and potentially severe and can add to the challenge for the crew both at arrival and departure. C-17 crews gained experience in that extremely challenging environment throughout 2015. In terms of the challenge for the crews, landing on a glacial ice runway, which does move over time, means we’re engaged through the AAD and CASA to make sure that runway is safe and certified each time we use it. ”

The Journey South

Hobart is the all-important logistics hub for AAD activities, and its international airport was essentially the C-17’s forward operating location for the duration of the proving flights. In one instance, a 23 tonne tractor was flown back from Wilkins for repairs in Hobart, saving the AAD 22 months of transit and downtime.

WGDCR Taylor explained that weather was the critical factor in the timing of flights to the continent, and the decision on whether or not to commit was made in Tasmania.

“Like all runways, depending on the weather on the day, there are operational restrictions that are applied on a case by case basis, depending on weight of the aeroplane, and the conditions of the day. The C-17 has a vast weight regime and those parameters can change markedly.

“We utilise an instrument approach down at Wilkins and like the runway itself, it’s certified by CASA each year. Like any other instrument approach that we use domestically or internationally, those minima are specific to that particular approach. The weather planning is applied to the instrument approach, and then the decision is made as to the likelihood of getting in, or not, due to the weather. And we make that decision in Hobart. ” Should weather at Hobart have been a problem, designated divert airfields during the flights were Launceston, Melbourne or Avalon.

86WG was keen to capitalise on the valuable opportunity presented by flights in and out of such a unique airfield. Thus, the 36SQN C-17s that flew into Wilkins did so with a larger than usual crew.

“The standard complement of crew was carried, two pilots and one loadmaster, although we maximised some training and exposure opportunities so we could develop some of that corporate knowledge as quickly as possible. There were additional pilots and loadies on board who we could provide additional training to. ” Air Force medical units were also exercised, as evacuating ill or injured AAD personnel in need of mainland medical assistance would be a highly probable contingency.

“We took a team of aeromedical evacuation personnel with us and demonstrated the ability to conduct an aeromedical evacuation and transport out of Wilkins,” WGCDR Taylor continued. “The C-17 can fit up to six high dependency patients, or up to 36 litter patients, so we trialled the medical team and a set-up of a high dependency patient for an evacuation, right through to exiting the aircraft, assessing the patient in the Wilkins facility before transporting the patient back to the aircraft and returning back to Australia. ” Between medical evacuations and its heavy-lift capability, the utility of the C-17 in Antarctic support operations was quickly apparent to all. WGCDR Taylor observed that the aircraft was chosen for the proof of concept flights due to its large cargo hold, its outsize cargo capability, its payload, its ramp’s ability to accommodate large machinery and the aircraft’s high transit speed. Another factor was its range, which can be extended by inflight refuelling.

All Mod Cons

Despite its geographical isolation, the runway and aerodrome at Wilkins are not entirely without amenities.

“The runway is well marked, and although it doesn’t have all the standard parameters that an airfield like Brisbane has for example, it does have appropriate markings so crews can identify the runway, land at the appropriate points and then turn around and taxi back. They have an ice apron, where they can taxi in and park. ” And while 36SQN crews did not overnight at Wilkins, WGCDR Taylor stated that the ability exists to house aircrew should the aircraft be delayed.

“If the aircraft breaks down, for example, we have processes in place to manage that unserviceability. Along with the Wilkins operations team, there is a very hospitable accommodation section and messing facilities that mean, should something occur, there are facilities for the crew. ”

Cold Facts

Reflecting on the proving flights undertaken in cooperation with the Australian Antarctic Division, WGCDR Taylor relayed the impressive tally of achievements by 86WG on and over the barren continent.

“Over the 2015/16 season we were able to carry 109 tonnes of cargo to Antarctica, in combination with mechanical equipment, including the 23-tonne tractor and other wheeled cargo. An airdrop was conducted, proving the capability should it be required. And when the AAD’s supply ship Aurora Australis had some difficulties, we were able to conduct a sixth flight right towards the end of the season. We picked up three of their Squirrel helicopters, support equipment and passengers which were no longer able to be transported by ship to Australia, due to the ship’s exposure to some bad weather. We were able to recover all three of those helicopters and support the AAD in that requirement. ”

Winter Is Coming

Having concluded Phase One of the trial flight program in February, 86WG returned to Antarctica in early June to undertake Phase Two; its first midwinter air drop to Casey Research Station.

In June a C-17 airdropped 1,500kg of medical supplies, mechanical equipment including tractor parts and mail via three pallets, validating the concept of resupply from the air during winter when Australia’s Antarctic bases can’t otherwise be reached by air or sea.

“This is a really significant development, improving the logistical support we can provide to all our stations, Casey, Mawson and Davis, over the long winter period,” Australian Antarctic Division future concepts manager Matt Filipowski said.

Access to Australia’s Antarctic stations traditionally has been limited to the summer months between October and March, Filipowski explained.

“During winter Antarctica is cloaked in darkness and experiences extreme temperatures, which means we can’t reach our stations by sea or air. ” The load was delivered using the A22 high velocity container delivery system, with the C-17 flying out of Avalon near Melbourne to allow the crew to confirm suitable weather over the drop zone, which was located on the Casey plateau. The aircraft departed Avalon early on Saturday morning for the 10-hour, nearly 8,000km round trip to Antarctica.

“We previously made an airdrop via a helibox in February this year, which was successful,” officer commanding 86 Wing, Group Captain Adam Williams, said.

“Using a different airdrop method, such as the high-velocity drop, we can increase the loads and perform the airdrop with a higher tolerance for inclement weather.

“This delivery system allows the loads to fall at a higher speed, reducing the time spent in the air and limiting the effect of the wind during the descent. ” Planning the airdrop included rehearsing the flight in the C-17 simulator, 36SQN pilot Flight Lieutenant Doug Susans explained.

“There were a number of challenging environmental conditions including freezing temperatures, darkness and a featureless environment,” FLTLT Susans said.

“We undertook training in the simulator before the mission to make sure we were familiar with the locations, timings and observations. ” While the prospect of midwinter airdrops is surely being relished by snowbound AAD personnel, it’s certainly a less than sunny proposition for C-17 loadmasters, who, with the ramp down, experienced temperatures of -30C. It could be said that they were simultaneously serving their country and avoiding the draught.

What Lies Ahead

Following the completion of these proof-of-concept flights, the Air Force and the AAD’s parent, the Department of Environment, are expected to undertake a thorough review of the results.

At this stage, it is not anticipated that regular flights by C-17s to Wilkins will be undertaken, but what has been established is the efficacy of using the platform in year-round support to the AAD. This would no doubt elicit a warm, inner glow from the community fortunate enough to be working in the splendid isolation of Antarctica.

In June a C-17 airdropped 1,500kg of supplies.