Bankstown, Mascot and Hoxton Park are clear examples of developers gradually surrounding an airfield and then absorbing it, either completely or at least on enough edges that the airport becomes “hemmed in” and unable to operate optimally – or to possibly expand (short of reclaming Botany Bay, for example). I mentioned also the pressure on Warnervale airport due to changing patterns of land use and the incursion of residences into flight (and thus noise) zones – and then I stumbled on another airfield with an interesting history as well as pressure to convert and rezone its use: Cooranbong, to the northwest of Warnervale.

“Heritage Impact Assessment of the Cooranbong Aerodrome in the context of potential rezoning and a concept master plan. The property has been assessed to have some local community heritage value, primarily for social and historic association, in the use by the Adventist Aviation Association, established 1973, and their aircraft assisted volunteer country outreach and missionary programs. There are secondary levels of significance, such as the formation of the main strip by early Adventist community members in the late 1940s, and the development of a flying school in the late 1970s. The size and scale of the airstrips form distinctive landmarks when viewed from the air.

The proposal sets out the re-zoning of the site to allow for future development, and the concept master plan comprises pockets of developable areas set within retained areas and corridors of natural bushland. The airstrips have been incorporated into the future road patterns planned for the site and will remain prominent elements that contribute to the heritage nature of the place. Areas of open space allowing for specific heritage interpretation are planned into the scheme.”

In many ways transport has defined European settlement in Australia and set the pattern for development. Where we found a sheltered haven we built a port. Where we laid tracks towns formed. Where roads joined or rail was laid junctions were created and new focuses and possibilities came into being. It’s the timing of transport development that gradually shaped where we lived. Obviously we had reasons other than transport alone – arable land, water and adequate shelter were all factors, sometimes key ones. The Central Coast relied for many years on timber felling for example, which led to a need for tracks and trails, railways and ports. We then link isolated towns and create alternatives to the ports, leading to a de-emphasis on one mode of transport. It is this decison making – or perhaps non-making – that shapes our direction. Cooranbong is an interesting example of this:

“Cooranbong was an important river port with up to ten ships trading here regularly for timber and agricultural produce. The town had a courthouse, shops, hotels and a ship yard. When the northern railway was coming, it was expected to pass through Cooranbong with a branch line to Newcastle and the main line to pass under the Gap as it went further north. The town’s people saw the town as the administration centre of the south. But the line was eventually built through Morisset and over Dora Creek. This prevented the sailing ships from coming up the river and Cooranbong rapidly went into decline dropping the population from 700 to less than 200 in five years. About that time the Adventists arrived and moved the town a mile to the east ignoring the old town and to a large degree, the local people.”  

And Cooranbong also has an interesting aviation history:

“Between 1932-37 a few local aviation enthusiasts including Albert Harris built a Piertenpole, a high-wing monoplane, in the fowl houses and tool sheds in different parts of the town. The plane was made from crude parts including a ten-year-old,
four-cylinder motorcycle engine; a homemade contraption mounted underneath the wing as an airspeed indicator, and barrow wheel tyres. The only instruments were an oil pressure gauge and a rev. counter.”

First flight was from “Miller’s paddock”, now Meyers Crescent, off Alton Road

With an early airfield as well…

“The same enthusiasts made the first airstrip on the southern side of Cooranbong near the Post Office (near present day Martinsville Road). The site was bounded at one end by a dry creek and at the other end by telephone lines. It was 300 yards long. The Civil Aviation minimum requirements at that time were 500 yards. Despite not meeting regulations, the site is reported to have been used by the group until the outbreak of WWII.”

And interestingly there’s a link between Cooranbong and ‘Wamberal airstrip’:

“Harris and the other notable local enthusiast, Frank Wainman, put a second remodelled plane together. Intermediate tests with some crashes were performed on
the first early Cooranbong strip, however the main tests for that plane was at Wamberal airstrip. Frank Wainman’s first solo trip was during one of these tests at Wamberal and resulted in the wreck of the second plane.”

And the current – now closed – airstrip was created by clearing land circa 1946. And an east-west strip was added circa 1977 and other upgrades led to a flying school being established. It’s a fascinating history well worth reading at the heritage planning site I have been linking to.

That heritage impact assessment document concludes negatively in regard to conserving the airfield itself but recommends using the runway alignments as a feature of any new development. The argument sounds reasonable in a heritage sense but does mean that another aviation resource – and one hard to replicate – is lost. But we’ll a memory imprinted in the roadscape, won’t we? Better than nothing, I suppose.

 
Making Time for Flying: Moisture in the air and water in the tanks

I flew past the Cooranbong aerodrome, which is no longer used as one can tell from the big white crosses at the threshold of each runway. It’s sad because it looks like a very nice airport, with a long sealed runway. Apparently, Avondale College used to run an aviation degree out of here up until 2006.

Bankstown, Mascot and Hoxton Park are clear examples of developers gradually surrounding an airfield and then absorbing it, either completely or at least on enough edges that the airport becomes “hemmed in” and unable to operate optimally – or to possibly expand (short of reclaming Botany Bay, for example). I mentioned also the pressure on Warnervale airport due to changing patterns of land use and the incursion of residences into flight (and thus noise) zones – and then I stumbled on another airfield with an interesting history as well as pressure to convert and rezone its use: Cooranbong, to the northwest of Warnervale.

“Heritage Impact Assessment of the Cooranbong Aerodrome in the context of potential rezoning and a concept master plan. The property has been assessed to have some local community heritage value, primarily for social and historic association, in the use by the Adventist Aviation Association, established 1973, and their aircraft assisted volunteer country outreach and missionary programs. There are secondary levels of significance, such as the formation of the main strip by early Adventist community members in the late 1940s, and the development of a flying school in the late 1970s. The size and scale of the airstrips form distinctive landmarks when viewed from the air.

The proposal sets out the re-zoning of the site to allow for future development, and the concept master plan comprises pockets of developable areas set within retained areas and corridors of natural bushland. The airstrips have been incorporated into the future road patterns planned for the site and will remain prominent elements that contribute to the heritage nature of the place. Areas of open space allowing for specific heritage interpretation are planned into the scheme.”

In many ways transport has defined European settlement in Australia and set the pattern for development. Where we found a sheltered haven we built a port. Where we laid tracks towns formed. Where roads joined or rail was laid junctions were created and new focuses and possibilities came into being. It’s the timing of transport development that gradually shaped where we lived. Obviously we had reasons other than transport alone – arable land, water and adequate shelter were all factors, sometimes key ones. The Central Coast relied for many years on timber felling for example, which led to a need for tracks and trails, railways and ports. We then link isolated towns and create alternatives to the ports, leading to a de-emphasis on one mode of transport. It is this decison making – or perhaps non-making – that shapes our direction. Cooranbong is an interesting example of this:

“Cooranbong was an important river port with up to ten ships trading here regularly for timber and agricultural produce. The town had a courthouse, shops, hotels and a ship yard. When the northern railway was coming, it was expected to pass through Cooranbong with a branch line to Newcastle and the main line to pass under the Gap as it went further north. The town’s people saw the town as the administration centre of the south. But the line was eventually built through Morisset and over Dora Creek. This prevented the sailing ships from coming up the river and Cooranbong rapidly went into decline dropping the population from 700 to less than 200 in five years. About that time the Adventists arrived and moved the town a mile to the east ignoring the old town and to a large degree, the local people.”  

And Cooranbong also has an interesting aviation history:

“Between 1932-37 a few local aviation enthusiasts including Albert Harris built a Piertenpole, a high-wing monoplane, in the fowl houses and tool sheds in different parts of the town. The plane was made from crude parts including a ten-year-old,
four-cylinder motorcycle engine; a homemade contraption mounted underneath the wing as an airspeed indicator, and barrow wheel tyres. The only instruments were an oil pressure gauge and a rev. counter.”

First flight was from “Miller’s paddock”, now Meyers Crescent, off Alton Road

With an early airfield as well…

“The same enthusiasts made the first airstrip on the southern side of Cooranbong near the Post Office (near present day Martinsville Road). The site was bounded at one end by a dry creek and at the other end by telephone lines. It was 300 yards long. The Civil Aviation minimum requirements at that time were 500 yards. Despite not meeting regulations, the site is reported to have been used by the group until the outbreak of WWII.”

And interestingly there’s a link between Cooranbong and ‘Wamberal airstrip’:

“Harris and the other notable local enthusiast, Frank Wainman, put a second remodelled plane together. Intermediate tests with some crashes were performed on
the first early Cooranbong strip, however the main tests for that plane was at Wamberal airstrip. Frank Wainman’s first solo trip was during one of these tests at Wamberal and resulted in the wreck of the second plane.”

And the current – now closed – airstrip was created by clearing land circa 1946. And an east-west strip was added circa 1977 and other upgrades led to a flying school being established. It’s a fascinating history well worth reading at the heritage planning site I have been linking to.

That heritage impact assessment document concludes negatively in regard to conserving the airfield itself but recommends using the runway alignments as a feature of any new development. The argument sounds reasonable in a heritage sense but does mean that another aviation resource – and one hard to replicate – is lost. But we’ll a memory imprinted in the roadscape, won’t we? Better than nothing, I suppose.

 
Making Time for Flying: Moisture in the air and water in the tanks

I flew past the Cooranbong aerodrome, which is no longer used as one can tell from the big white crosses at the threshold of each runway. It’s sad because it looks like a very nice airport, with a long sealed runway. Apparently, Avondale College used to run an aviation degree out of here up until 2006.

I feel like I’m cataloging airfields now, but each has a rich history and I intend coming back in due course to fill in the blanks.

Warnervale is in the Wyong district north of Gosford. It’s an important regional airfield and one of the few remaining strips between Sydney and Newcastle. These days we have to catch a train or drive our cars first if we want to fly… and whilst flying is not the most fuel-efficient method of transport it’s hardly going to be enhanced by extra car or truck journeys, is it? Alas airfields tend to secure an expanse of grass for runways and overruns, eventually attracting developers bent on turning the “wasted” grassy fields into houses or industrial estates. The airport itself may attract additional investment, leading to jobs, and further development. Which is a downward spiral leading to airport closure when newly local residents complain about the aircraft noise. Warnervale is secure for now but the fight to remain active is always on the horizon.  

Making Time for Flying: Moisture in the air and water in the tanks

After Patonga I adjusted my heading slightly toward Warnervale at 3500ft, with still lots of clouds in the Kariong area. I found Warnervale aerodrome, which is not really a challenge given its prominent location between the Pacific Highway and Tuggerah Lake. One lonely Cessna 152 was doing circuits at Warnervale. I made a call on the CTAF frequency advising everyone I was overflying the aerodrome and kept tracking north.

I feel like I’m cataloging airfields now, but each has a rich history and I intend coming back in due course to fill in the blanks.

Warnervale is in the Wyong district north of Gosford. It’s an important regional airfield and one of the few remaining strips between Sydney and Newcastle. These days we have to catch a train or drive our cars first if we want to fly… and whilst flying is not the most fuel-efficient method of transport it’s hardly going to be enhanced by extra car or truck journeys, is it? Alas airfields tend to secure an expanse of grass for runways and overruns, eventually attracting developers bent on turning the “wasted” grassy fields into houses or industrial estates. The airport itself may attract additional investment, leading to jobs, and further development. Which is a downward spiral leading to airport closure when newly local residents complain about the aircraft noise. Warnervale is secure for now but the fight to remain active is always on the horizon.  

Making Time for Flying: Moisture in the air and water in the tanks

After Patonga I adjusted my heading slightly toward Warnervale at 3500ft, with still lots of clouds in the Kariong area. I found Warnervale aerodrome, which is not really a challenge given its prominent location between the Pacific Highway and Tuggerah Lake. One lonely Cessna 152 was doing circuits at Warnervale. I made a call on the CTAF frequency advising everyone I was overflying the aerodrome and kept tracking north.

WALLSAIR Airport

Wallsair is a collection of 17 like minded aviators who enjoy their flying, from GA to ultra-lights. Conveniently located 4 Nm west of Newcastle, Wallsair has a 750 meter dirt strip oriented 30 and 210 degrees,

Currently 2 Hangars and a Clubhouse.

GPS Co-ordinates

S 32 degrees 52.977

E 151 degrees 40.977

Visitors are welcome, but where possible landings and takeoffs are to be to and from the north. If landing from the south is necessary, approach down the green corridor running south west of the strip. If the strip is wet, land and takeoff on the western side of the centre. Circuits are to be wide to the west around Maryland residential. Beware of HT power lines running along the west of the strip.

Wallsair flyers are all on radio and use Newcastle frequency 132.100 Mhz.

WALLSAIR Airport

Wallsair is a collection of 17 like minded aviators who enjoy their flying, from GA to ultra-lights. Conveniently located 4 Nm west of Newcastle, Wallsair has a 750 meter dirt strip oriented 30 and 210 degrees,

Currently 2 Hangars and a Clubhouse.

GPS Co-ordinates

S 32 degrees 52.977

E 151 degrees 40.977

Visitors are welcome, but where possible landings and takeoffs are to be to and from the north. If landing from the south is necessary, approach down the green corridor running south west of the strip. If the strip is wet, land and takeoff on the western side of the centre. Circuits are to be wide to the west around Maryland residential. Beware of HT power lines running along the west of the strip.

Wallsair flyers are all on radio and use Newcastle frequency 132.100 Mhz.

I have my doubts about this first location, but we have one source that says that the Bateau Bay airstrip was at the Entrance, in the grounds of what is now the Entrance High School. It’s possible, but it’s very close to the township itself and on sloping ground. Whilst that ground would have at least have been drier than the surrounding swamps, there is a second option – another school site at Bateau Bay proper that is flatter and better in every way. Perhaps it was just too swampy? We do have a local report that perhaps backs the second site up, which I’ll share down the page…

Assuming it was on the Entrance High site, although the alignment is unknown (to me, anyway) we could assume it ran northeast-southwest (aligned with Newling lane but uphill and aimed at the township) or perhaps more east-west (logical for such a coastal airstrip and flatter but it would conflict with the road layout). More research required I fear.In any case, I still doubt it was the site.
 

Bateau Bay, New South Wales at AllExperts

* Bateau Bay was once home to an airstrip known as The Entrance Airstrip. The site of The Entrance Airstrip is now within the grounds of The Entrance High School *

The second site (my preferred option) is mentioned by a Gosford Aeromodeller: “The first time I spotted radio control models was in 1972 at the old The Entrance airstrip near Bateau Bay. This area is now occupied by sports fields and a High School. They drew a big crowd on Sundays because of the nearby Entrance road. The club however was soon on the move because permanent flying fields were hard to find, even in those days. By the time I had decided to join they were no longer at Bateau Bay and for a time I was unable to locate them.” 

So it was closer to Bateau Bay than The Entrance, putting it down on the flatter land to the south on what is now Tuggerah Lakes College (formerly Bateau Bay High School). A much better site IMHO. This site fits with my recollections as well – although I didn’t come to the coast a lot in the late 60′s early ’70s I could have sworn I saw an old strip down on the flat near the main junction (now a roundabout).

  

I have my doubts about this first location, but we have one source that says that the Bateau Bay airstrip was at the Entrance, in the grounds of what is now the Entrance High School. It’s possible, but it’s very close to the township itself and on sloping ground. Whilst that ground would have at least have been drier than the surrounding swamps, there is a second option – another school site at Bateau Bay proper that is flatter and better in every way. Perhaps it was just too swampy? We do have a local report that perhaps backs the second site up, which I’ll share down the page…

Assuming it was on the Entrance High site, although the alignment is unknown (to me, anyway) we could assume it ran northeast-southwest (aligned with Newling lane but uphill and aimed at the township) or perhaps more east-west (logical for such a coastal airstrip and flatter but it would conflict with the road layout). More research required I fear.In any case, I still doubt it was the site.
 

Bateau Bay, New South Wales at AllExperts

* Bateau Bay was once home to an airstrip known as The Entrance Airstrip. The site of The Entrance Airstrip is now within the grounds of The Entrance High School *

The second site (my preferred option) is mentioned by a Gosford Aeromodeller: “The first time I spotted radio control models was in 1972 at the old The Entrance airstrip near Bateau Bay. This area is now occupied by sports fields and a High School. They drew a big crowd on Sundays because of the nearby Entrance road. The club however was soon on the move because permanent flying fields were hard to find, even in those days. By the time I had decided to join they were no longer at Bateau Bay and for a time I was unable to locate them.” 

So it was closer to Bateau Bay than The Entrance, putting it down on the flatter land to the south on what is now Tuggerah Lakes College (formerly Bateau Bay High School). A much better site IMHO. This site fits with my recollections as well – although I didn’t come to the coast a lot in the late 60′s early ’70s I could have sworn I saw an old strip down on the flat near the main junction (now a roundabout).

  

Below is a description of taking off from the Lackersteen’s Rd airstrip, Somersby.

Interestingly there’s what looks to be another old, unused airstrip on the other side of Peats Ridge Rd (ie to the north but running more east-west) – perhaps the Somersby strip used to be longer with a crossing strip or L shaped configuration and was cut by the roadworks? I do have doubts about the terrain, though – it may be a bit lumpy just there between the 2 sites.

Print Page – Back To The Nest – Bundaberg 2007

The engine takes a while to warm as the temperature is a bit on the cool side, but we are soon taxying to the run-up area, at the southern end of the strip. The engine run-up checks are all OK and the pre-flight essential check-list complete, so we taxy to the end of runway 35, make our departure call, log the time at 1008 and give the engine full throttle as we turn onto the runway for a short field take-off.

With the T’s and P’s in the green and the ASI rising, we accelerate down the hill that is a characteristic of the Somersby airstrip bouncing over the rough stuff and gently raising the nose of the aircraft for a short / rough field take-off. The Jabiru being full of fuel, two POB and holding a reasonable amount of luggage, is reluctant to leave the ground, but once it does we accelerate quickly in ground effect before raising the nose to the best angle of climb attitude and settling into the climb out. Once clear of the tree-line, we pick up the effects of the cross wind and adjust the flight path to suit. Lowering the nose to the best rate of climb attitude, I allow the aircraft to accelerate to the top of the white arc and then clean up the flaps. Fuel pump off – engine still running (always a good thing) and the rest of the post take-off check list completed T’s and P’s in the green, accelerate to the cruise climb speed of 90 KIAS and then 100 KIAS still gives a good rate of climb.

Below is a description of taking off from the Lackersteen’s Rd airstrip, Somersby.

Interestingly there’s what looks to be another old, unused airstrip on the other side of Peats Ridge Rd (ie to the north but running more east-west) – perhaps the Somersby strip used to be longer with a crossing strip or L shaped configuration and was cut by the roadworks? I do have doubts about the terrain, though – it may be a bit lumpy just there between the 2 sites.

Print Page – Back To The Nest – Bundaberg 2007

The engine takes a while to warm as the temperature is a bit on the cool side, but we are soon taxying to the run-up area, at the southern end of the strip. The engine run-up checks are all OK and the pre-flight essential check-list complete, so we taxy to the end of runway 35, make our departure call, log the time at 1008 and give the engine full throttle as we turn onto the runway for a short field take-off.

With the T’s and P’s in the green and the ASI rising, we accelerate down the hill that is a characteristic of the Somersby airstrip bouncing over the rough stuff and gently raising the nose of the aircraft for a short / rough field take-off. The Jabiru being full of fuel, two POB and holding a reasonable amount of luggage, is reluctant to leave the ground, but once it does we accelerate quickly in ground effect before raising the nose to the best angle of climb attitude and settling into the climb out. Once clear of the tree-line, we pick up the effects of the cross wind and adjust the flight path to suit. Lowering the nose to the best rate of climb attitude, I allow the aircraft to accelerate to the top of the white arc and then clean up the flaps. Fuel pump off – engine still running (always a good thing) and the rest of the post take-off check list completed T’s and P’s in the green, accelerate to the cruise climb speed of 90 KIAS and then 100 KIAS still gives a good rate of climb.

Our Field/Getting Here – Gosford City Aeromodellers

Located at the top of Mangrove Road at Narara, we are very central on the coast and easy to find. There are 2 ways to access the club, from the north and from the south. From the northen end it’s easiest to get to the club via Dog Trap road at Ourimbah, which tee’s off the Pacific Highway opposite the RSL club and links up with Mangrove road once you cross the freeway. The Southern end is accessed by getting onto Narara Valley Drive and following it until you can turn off directly onto Mangrove road, I would recommend coming from this direction as it is fully tarred where Dog Trap road still has a dirt section.

Our Field/Getting Here – Gosford City Aeromodellers

Located at the top of Mangrove Road at Narara, we are very central on the coast and easy to find. There are 2 ways to access the club, from the north and from the south. From the northen end it’s easiest to get to the club via Dog Trap road at Ourimbah, which tee’s off the Pacific Highway opposite the RSL club and links up with Mangrove road once you cross the freeway. The Southern end is accessed by getting onto Narara Valley Drive and following it until you can turn off directly onto Mangrove road, I would recommend coming from this direction as it is fully tarred where Dog Trap road still has a dirt section.

Just for completeness, here’s a link to more detail on the airstrip at Tuggerah. I’ll scan an old map I have as soon as I find it, too. 

Woy-Woy.com – Tuggerah Military Airfield WW2

In 1942 a single runway was constructed by the Australian Army at Lake road Tuggerah , this was part of a network of coastal landing strips that were used for emergency landings by military aircraft travelling along the seaboard.

Just for completeness, here’s a link to more detail on the airstrip at Tuggerah. I’ll scan an old map I have as soon as I find it, too. 

Woy-Woy.com – Tuggerah Military Airfield WW2

In 1942 a single runway was constructed by the Australian Army at Lake road Tuggerah , this was part of a network of coastal landing strips that were used for emergency landings by military aircraft travelling along the seaboard.

I’ve seen the tunnel mentioned on the site (click link below) and it’s worth checking out the full details. It all makes sense of course. The sense of threat posed by the Japanese forces in WWII has receded with time (as you’d hope) and it’s quite striking to reflect on the fears held at the time an dteh preparations made. My grandparents cartainly had a bunker in their backyard in case of bombing, for example, and had stockpiled food. But for some strange reason I never really quizzed them, or my parents, about the war years. The stories I did get were more about the dances at the Palais!

All things Woy

During WW2 with the threat of Japanese invasion quite real , a national defense plan was set into action.
Part of this plan was to disable the railway system so the Japanese could not use it if they invaded along the coast.
The Americans were in charge of coastal defenses in 1942 and trialled demolishing railway tunnels with explosives at an old tunnel near Otford on the South Coast.
Explosives were lowered down an air shaft and detonated , successfully collapsing the tunnel roof , it was proposed to repeat this plan at several other tunnels along the coast including Woy Woy tunnel.

I’ve seen the tunnel mentioned on the site (click link below) and it’s worth checking out the full details. It all makes sense of course. The sense of threat posed by the Japanese forces in WWII has receded with time (as you’d hope) and it’s quite striking to reflect on the fears held at the time an dteh preparations made. My grandparents cartainly had a bunker in their backyard in case of bombing, for example, and had stockpiled food. But for some strange reason I never really quizzed them, or my parents, about the war years. The stories I did get were more about the dances at the Palais!

All things Woy

During WW2 with the threat of Japanese invasion quite real , a national defense plan was set into action.
Part of this plan was to disable the railway system so the Japanese could not use it if they invaded along the coast.
The Americans were in charge of coastal defenses in 1942 and trialled demolishing railway tunnels with explosives at an old tunnel near Otford on the South Coast.
Explosives were lowered down an air shaft and detonated , successfully collapsing the tunnel roof , it was proposed to repeat this plan at several other tunnels along the coast including Woy Woy tunnel.

History of Paterson and its people

‘Old Banks’ is the name of a site on the western bank of the Paterson River that was the hub of early European activities and settlement in the district.[1] It appears near the bottom of the map of Paterson Plains c1830, and is indicated on Dangar’s 1828 map by the symbol of a tent with a flag on top.

In 1804 a permanent penal settlement was established at Newcastle for convicts who had re-offended in the colony. In that same year convict timber-cutters began operating on ‘Patersons River’ where they were ‘severely beat-up by black natives’.[2]

History of Paterson and its people

‘Old Banks’ is the name of a site on the western bank of the Paterson River that was the hub of early European activities and settlement in the district.[1] It appears near the bottom of the map of Paterson Plains c1830, and is indicated on Dangar’s 1828 map by the symbol of a tent with a flag on top.

In 1804 a permanent penal settlement was established at Newcastle for convicts who had re-offended in the colony. In that same year convict timber-cutters began operating on ‘Patersons River’ where they were ‘severely beat-up by black natives’.[2]