By Sue Kronfeld
Considering flying into Milford Sound? Fixed wing pilots, read on!
First, get acquainted with the GAP Milford Sound booklet. Second, seek advice from a commercial operator who frequently flies into Milford Sound. The entering and exiting routes of Milford Sound have been adhered to for years, and they work. The pointers here will become obvious when you actually enter the fiord on approach to runway 11 or 29.
When you enter or exit Milford Fiord you do not fly down the middle. As PIC you need to come to terms with where to place your aircraft on approach or departure. Be aware that the illusion of the size of the rock face can prevent you from correctly holding the north or south side.
The appreciation of other traffic within the fiord will confirm the sheer size of the geography. The word ‘illusion’ cannot be over-emphasised; this is part of the mountain flying experience.
Remember that airspeed is your friend. Set a comfortable cruise climb indicated airspeed for your type of aircraft, then ensure that you do not drop below this while manoeuvring within terrain. A fully laden C172 using 80kts as a minimum speed is a good example. Effective application of this airspeed will become apparent when experiencing the overwhelming tendency towards instinctively pulling back on the control column as rising terrain looms closer on your direct flight path, or flying conditions dictate the inability to maintain straight and level.
Your steepest angle of bank should be no more than 30 degrees while manoeuvring within valleys. Your passengers will thank you for this. The frequent use of this degree of angle of bank will ensure you have a plan, and will set your limitations when you need to place your aircraft in a comfortable position to vacate an area, for photography, a ridge crossing, or setting up for landing.
If you don’t have a plan you cannot change anything! Keep ahead of your aircraft at all times. You must be comfortable in your office so that you can keep your eyes outside and fluidly manoeuvre your aircraft.
The most important component of mountain flying is yourself as PIC. Set your limits, and set your intended flight route on the ground with your passengers so that you will not pressure yourself into making a last-minute decision en route. Combine the above with the knowledge that Milford Sound is a high tourist zone for commercial Part 135 & 125 aircraft operations, with operators based out of Queenstown and Wanaka who take the pattern of joining and vacating Milford Sound very seriously. As a visiting fixed wing PIC, you must conform with the regular pattern of operation.
The low wind time of day in Milford is during the morning. Utilising this will make life easier for a visitor to MF aerodrome. Summer afternoons often see a gusty crosswind sea breeze, with energy increases and decreases on final. All operations take off on runway 29. Caution, runway 11 in use for landing aircraft to allow you to backtrack and line up in the opposing direction from runway 29. Radio clarification is required here.
Once you have touched down, turn off onto the apron and park to the far west of the apron area, away from the main tarmac in front of the tower, as this area is primarily used for parking commercial aircraft. Turning comfortably onto the apron area ensures that any following traffic can file in to prevent a go around, but at all times fly your aircraft safely. If you land without the capability of taxiing off to the apron (runway 11) as desired, then continue rolling through to the end of the runway and clear to backtrack on the taxiway.
MF Flight Service will provide wind direction and traffic movements within the fiord. If you hear the QNH, conditions and the traffic location, then inform Flight Service that you are in receipt of this information and tell them where you plan to slot in to the joining sequence. Do not make Flight Service repeat the full blurb if not necessary. Inform joining traffic that you have them in sight. Keep the radio chatter to only what is needed.
Study the AIP and know the taxi area. Upon start-up and taxi backtrack, inform Flight Service of how many on board and in what direction you intend to vacate. Study your map or iPad BEFORE entering or vacating Milford Sound, as your eyes must be outside at all times. This means studying the reporting points on the map and the general locations of places such as St Annes, Dale Point, Arthur, Pembroke, Gulliver, Eastern passes (Adelaide, Gertrude and Donne), Ada, Dumpling and Lake Quill.
Radio calls address Fiordland Traffic 119.2 and Milford Flight Service on 118.2; ‘Where you are, your height and intended route’. Milford Flight Service will want to know your aircraft type, POB and intentions.
Upon entry into Milford Fiord, advise when you are abeam Stirling Falls, and finals for Runway 11 or downwind Runway 29. Runway 29 is not a perfect rectangle circuit but it is imperative to set up your aircraft in your customary standard landing configuration. Airspeed and profile are important, as the close proximity to terrain is a real illusion and ‘does your head in’, so fly your aircraft for landing so that your profile on final is not too high, running the risk of overshooting the apron turnoff.
Always fly your aircraft at all times. Runway 29 allows a relatively straightforward go-around. However Runway 11 will have you fly toward rising terrain so, if you are totally outside your limit on approach to Runway 11, have a turn away point on your long final to Runway 11 so you can set up comfortably again if necessary.
Filing your aircraft within the other joining and departing traffic flow is also an important consideration. To perform an over-fly of Milford Fiord, the User Group of Milford Sound have set up a 5000ft level to maintain a conflict free view of the fiord.
This article first appeared in the Autumn 2021 edition of Approach Magazine, the dedicated magazine of AOPA NZ, which is published quarterly.