Air - Speed - Indicator.

Early morning, Charleville.

If one lives on an isolated antipodean island, it is well accepted, that world travel will involve a twenty-plus hour siege in a QANTAS economy class cabin where the effects of prolonged hypoxia and jet lag are enough to try the patience of a saint. Hence, most of this zimble's plane travel has been domestic and, as it happens, work related. This is not to say it has all been in the plush comfort of airbuses and 737s.

After the fifth year of a six year medical degree, each student of the class of 1990 was asked to organise for themselves an elective overseas hospital posting, of four to six weeks duration, based on a pre-determined list of possible destinations.

Many of my friends chose elegant European towns for their elective (a wonderful chance to practice high school French and German and spend much time between study commitments browsing in quaint shops for the ultimate shoes and matching handbag). The brave and admirably altruistic Medicins Sans Frontieres wannabes headed for remote third world stations.

That left me a December choice of Shanghai or the Royal Flying Doctor Service. The RFDS posting, whilst not overseas, was considered suitably remote and as Shanghai in December sounded untenably cold, my decision was easy: Charleville it is!

The distances involved in flying around South West Queensland are huge. For example, Charleville to Birdsville, a normal flight for the RFDS, is about 700 km. To the newcomer, the vast landscape of the outback can be quite unnerving. Flying over it in a small aeroplane is a good way to start to understand it.

As it happened, the Flying Doctor, Bob, had just purchased a brand-spanking-new portable antenatal ultrasound machine. It, naturally, took pride of place in the cabin seat that I would normally have taken. There was nothing for it but to ensconce myself in the cockpit beside our pilot, George.

George was a great guy. He had been a naval airman flying jet aeroplanes on and off aircraft carriers in the Indian Ocean. He had retired from that to become a commercial pilot for Ansett and with the demise of that airline, he had become a bush pilot based in Gove, in Arnhem Land. From there he had come to the RFDS.

With hours in the air, we chatted about many things but over the time, he started to teach me about flying, about the instruments, about take-offs and landings and navigation and so on and so forth. One of things he drilled into to me was that in take-offs, something called the "air speed indicator" was of vital importance. The aeroplane had to be at a certain speed or it would not fly.

Well, one day, towards the end of my posting, we were doing a clinic at a place called Carnarvon Station, a 60 000 hectare grazing property immediately west of Carnarvon Gorge National Park. (It is now owned by the Australian Bush Heritage Trust and the general area is a current focus of debate about land clearing.) The outback stations employ many people and they need regular GP style medical care as well as access to emergency care.

We had just finished and I noticed George was looking very worried. He told us (Bob, Kerry (the flight nurse) and me) to 'hurry up' as we had to get off the strip. It had been raining the night before and in this late afternoon, dew was already starting to settle. To make matters worse, the strip had been graded with a dip in its middle so that from the side on, it looked a bit like a wide angled "v".

So, we hurried. Even then, with all the gear and all of us safely stowed, there was a further but necessary delay. After taxiing to the end of a strip, the station manager (or someone) must get in his ute or truck and drive up and down the strip to clear it of livestock (in this case cattle), other animals (kangaroos, wild boar etc) and birds (including emus).

Finally, with the strip clear, our Beechcraft Kingair started to roll. I looked at the air speed indicator. Going down hill, we made good progress over the rough strip but then we hit the middle and the upsloping leg. The air speed indicator started to fall. I looked ahead and saw a small herd of about 20 cattle sheltering under the tall eucalypt trees that defined the end of the strip. We were coming up to them very quickly and I thought to myself, something in this equation has to change very soon or it's going to be hamburger time! (A bad state of affairs for cows and even worse for zimbles.)

Suddenly, George shoved the throttle forwards, pulled the stick back and the aeroplane swooped up. I remember feeling the canopy of the gum trees scraping along the undercarriage. When we were up, George said to me, "Saw a few white knuckles over your side, Doc!" to which I replied, "I have three words, George: air, speed, indicator!" He explained that it was a better option to stall above the trees than to plough into their trunks and the cattle. I just think that with all his experience and skill, George knew the engineering limitations of the aeroplane and simply made the thing fly.