The cold air rushed through me as I peered
over the edge, the clouds that once dominated the landscape had been kind
enough to tender their resignation and the sun now took post high overhead. The
adrenalin I once felt no longer there. My mind races back to that garage roof.
Such a simple act of jumping off holding a tattered bed sheet had sent my
adrenalin into overdrive, now it seems, it takes more, lots more for that
adrenalin to come out and play.
I lean out, a little further, a bit more. I
was now standing horizontal over the edge, my size 9 boots and a strap the only
contact I had with the ramp.
I was facing vertical now, perfect I thought. I wonder what the passengers think of this, ‘another day at the office for a photographer’, I think not.
I was facing vertical now, perfect I thought. I wonder what the passengers think of this, ‘another day at the office for a photographer’, I think not.
Two weeks before, I had just arranged to
pick up a bike I’d been drooling over for a long time, A BMW 650 Dakar. One
that would cart my well built frame across Australia from East to West, taking
the Simpson Desert in its stride. The phone rang; I cringed as I looked at the
caller ID, PRIVATE NUMBER. This is never a good thing as all work numbers come
up with PRIVATE NUMBER.
I answer, ‘Hello, Corporal Guy Young speaking’, there is a pause. ‘Guy have you seen the news?’ The next I
know I’m sitting on a HERC at 4 in the morning heading for a third world
country I have visited a few times before. The first two visits I was fortunate
enough to share with family sitting around me tonight.
On arrival into Port Moresby I got to work,
as I had done that morning prior to take off from Richmond. The work was
mundane but promised to build up into something more, but it was important
work. A call from the Prime Minister's office confirmed the reason we had deployed. ‘The reason you are there is so that everyone
knows we are there.’ A common reason for a lot of work we do, but straight
from the PM's office?
After shooting, editing and transmitting to
every network in Australia, we made base camp as best we could, with wireless
internet and room service. It was tough but that’s why we were paid service
allowance. ‘Two gateway burgers and a
calamari and chips thanks…..charge it to the room’.
That night, as the light receded beyond the
horizon, Australia’s largest military aircraft touched down on the expanse of
runway stretching out in front of me. I let it roll out of shot. A crash zoom
sees me following it’s twin front wheels as it bounces on the rough Papua New
Guinea surface. This airfield was starting to show it’s age, as were it’s
facilities, including it’s ‘new’ terminal building.
Wands are crossed, pulling this 77 and a
half ton monster to a stop next to its smaller cousin, the C-130J Hercules. I
keep rolling as the ramp lowers revealing its vital cargo. Their rotor blades
folded back just inches from the roof.
The next few hours are a blur as I shoot,
edit and transmit my third news release for the day. I collapse into my bed;
the sheets grasp me as I fall into a deep sleep, waking only briefly as a shoe
is thrown in my direction. Who said I didn’t snore.
The day is lit by a warm glow from the
east, dawn hits. I grab my camera from the car and head for the nearest Black
Hawk, hoping that the cloud base that swoops low over the Owen Stanley Ranges,
and in particular the Kokoda Gap, had not yet woken from its slumber. ‘Can we get into the site this morning?’
I ask, ‘Reports from the site are it’s
clear so we’re leaving in ten’ the pilot replied with a seasoned air of
authority.
I jump into the cyclone seat, so apply
named due to its position on the aircraft and the fact that the rotor disk
creates such a violent but necessary vortex that swirls around and hits the
aircraft body the hardest at the cyclone seat. Wind speeds can exceed 300km/hr,
wrapping your cheeks around your ears and using your eye lids as a toupee.
The dual turbines spool up and the
loadmaster jumps through the window and straps in. We lift off and head for the
site. I had long ago abandoned the idea of finding anyone breathing, let along
walking. I prepared myself the best way I knew how, put the camera to your eye
and start filming.
As we neared the site I glanced at the
altimeter, a pressure sensitive gauge designed for determining ones height
above sea level, five thousand four hundred feet and climbing. The air had
thinned but my well toned body automatically swallowed more to compensate. I
loosened off my harness and leaned out to gain a better view, my eyelids strain
again the cyclone forces. I make out the site high up on the side of a steep,
rugged slope. My eyes are drawn to a small clearing; I make out what looks like
a log raft sitting in the middle of the clearing, locals swarming around it. I
strain to make it out then it hits me. The locals have cut a clearing on the
flattest ground they could find (a gentle 53 degree slope). They stripped the
logs and pilled them up into a makeshift landing pad. It looked fairly level, I
was impressed; the fuzzy wuzzy angles had struck again.
The Black Hawk descended slowly, carefully,
one slip and it won’t be a single aircraft wreck they’ll be looking for. The
trees were level with the fuselage and rising, they couldn’t have been more
than 25 feet away, leaving a meager 5 foot clearance from the rotor disk
spinning at a ridiculously high speed and being our only grasp on the air
around us.
The makeshift pad was close, very close.
There is no way we’re fitting on that. The front wheels settled onto the pad
lightly yet firm. ‘10 minutes only’
the loadmaster called out. I had talked with the pilot on the importance of
getting footage from the site before we took off and he assured me that if
there was enough clearance in the cloud base he would get me on the ground and
pick me up again before it closed in.
I jumped out; video camera rolling and a
stills camera bouncing off my still clean uniform. I noted how close the rotor
disk was to the rising terrain and the trees that still stood as I clambered up
the slope into a vantage point I could film the Blackhawk taking off from the
site. It was then I noticed how the pilots had landed, if it was still
classified as such. I was correct in assuming the pad was too small for this
large helicopter, in fact it was less than half of the required size. Looking
along the fuselage I noted that the front wheels were in the centre of the pad
with its single rear wheel hovering over the edge of the pad, which happened to
be over the edge of the mountain. The skill required to maintain this balance
must have been extraordinary, not to mention the balls.
I snapped a couple still frames in between
struggling to hold a steady frame with my rapid breathing. As soon as the Back
Hawk backed out of its position on the mountain I turned and raced towards the
locals. ‘The crash, which way?’ of
course no one speaks English. Do I dare act out an aircraft crash? Before I
make a fool of myself a voice is held high up on the hill, ‘This way’. It was
the shaky voice of a medic, traumatized by what he had seen. (his experiences
would later see him rushed to Australia for care). I looked up, ‘bugger’ It looked a good climb, and to
top it off I needed to be on that Black Hawk as soon as it showed up, with
footage worthy of an award.
I made it. I was now flying back to Port
Moresby with some great footage and even better stills. I smiled. This is what
I live for. I felt a tingle as I realized this would be the first vision the
world had seen of this horrific accident that had claimed the life of all
thirteen on board. It wasn’t the tingle that I felt at a funeral, a tingle with
a vulture seasoning. This was more; better, it was a proud tingle, a feeling of
achievement. I liked it.
That night was quieter, a quick edit and
drive to the ABC studio in the town centre saw the vision streamed live via
satellite to all networks. Another day down, we headed home to the comfort of a
chicken curry, SP lager and air-conditioning. We stayed up and watched all the
news channels we could find and cheered every time my vision was played. This
is how it should be done. Shoot during the day, airplay at night. My eye lids
fell motionless, they deserved a rest, tomorrows another long day.
I woke up to the smell of death, it was
surrounding me. The room sapped it from my clothes and radiated it out into
every nook. I gagged. What I saw the previous day and more to the point what I
walked through and around was enough to justify the condition the room now lay
in. I wondered what my college thought, as I was sharing the room with him. I
looked across; he seemed oblivious to the smell as he changed into his
disruptive pattern camouflage uniform.
Today we had secured two seats on the first
run up to the site. I would be accompanied with Chris, my colleague. He would
take care of the stills leaving me to concentrate on video. I had a plan, to
focus on the workers, not the scene. This would provide the world a new view on
the scene. They could personalize it and see the work that goes on behind the
scenes in a recovery operation like this.
Once again I was on the way to the site,
speeding along at around 140 knots, winding through the mountain range like a
slalom skier. It was exhilarating, I felt the rush. I had flown in Black Hawks
many times before but this was different somehow. This had a purpose, the other
times had all been on exercises or Operations in Timor, a benign operation that
I classed as more of a sight seeing tour.
We descended through the clouds and emerged
close to the side of the mountain and the site. The locals glued in the same
position there were the last time I was here. I jumped out the left side this
time as Chris followed off the pad. I climbed up to the site through the
‘Official Entry’; a series of log steps buried into the mountain side, already
reflecting the somber mood of the site. I clambered up; slipping a few times as
a few logs gave way. I had seen this site before, but at the same time I hadn’t
seen anything. This time I took in my surroundings. Behind and 50 feet below
was the landing pad, in front was a large blue tarp held up by saplings.
Sprawled under the tarp was essential equipment for the task, evidence bags,
gloves, sunscreen, bread, water, hats and large black body bags. I turned my
head and looked elsewhere. To the right were a Papua New Guinea soldiers
tending to there tired feet whilst water boils over an open flame. This seemed
to be there accommodation; an area the size of an average office desk, dug to
provide a level platform for sleeping. I reflected on my hotel room.
To the left of the main tarp was an entry
way into the crash site, I stepped gingerly towards it. In front of me was a
wreckage of something, I couldn’t quite make it out. The ground is slippery, I
look down. Wet mud, not deep but saturated from a heavy down pour the day
before. I remind myself to watch my step. I can’t help but wonder, looking at
the state of the aircraft, what else is mixed in with the mud, I push on.
Moving slowly towards the wreckage I look
left and see the trail of destruction. I can clearly see path the aircraft
took. It must have turned too early in the cloud and unable to pull up in time
made a bee line toward the side of the mountain. One tree had taken the full
impact of the 7 ton airframe. The trunk was the size of a 44 gallon drum,
sheered cleanly 12 foot off the ground. The sudden deceleration had caused her number
2 engine to continue on its own flight path, oblivious it had left the aircraft
behind.
I survey the scene in front of me. The tree
trunk might have sheered but I can clearly see what came off second best. The
tail fin sat proud, flying its royal blue Airlines PNG banner for all to see.
The aircraft had been drawn and quartered and by the look of some of the
surrounding trees, hung as well. Not a fitting end for a hardened and proven
aircraft, not to mention its occupants.
I pushed my thoughts aside and focused on
shooting the rescue, or should I say recovery team working hard to identify and
recover the remains of all 13 on board. The Black Hawk arrived 15 minutes later
and I boarded, strapped in then reviewed my tape; finding the shots I’d send to
the world that night. A hard task at the best of times only made harder by the
fact that all my vision was award winning its own right. I could taste the
Warkley award already.
That night we treated ourselves to a well
cooked steak at the Yacht Club, polished off with a cleansing SP larger. We
talked about boats, fast cars and women till late. It was good to step away
from reality for a few hours.
I needed to cover more than just the site
so the next morning we boarded a Caribou and headed for Kokoda airstrip. The
Caribou had, a few days before, been participating in a training mission
through PNG. The height and steepness of its ranges made for some difficult
flying, a better high altitude mountain training field you could not find.
They, like us, had abandoned there task to take up the recovery mission. It was
a shame this would be one of its last real tasking prior to its decommissioning
in December.
Landing at Kokoda was a non event, although
this was a direct result of the training these Royal Australian Air Force
pilots receive, not o mention the additional mountain training they had
undergone a few days prior. After instructing the pilots to make another take
off and landing for the camera, I jumped out the rear and positioned myself on
the side of the strip. The distinctive sound of its twin Pratt and Whitney
throbbed as it lined up. As directed the pilot pulled her up just 50 feet from
me filling the viewfinder. I always loved the caribou, its distinctive look and
performance giving it a package hard to dislike.
Once I had filmed the landing an interview
was organised with a colourful pilot. A true Aussie larrikin yet on film he
comes across well polished and proud of his uniform. He spoke about the
Caribou, how another chapter was closing on Australian aviation, about the
importance of his mission here in PNG, and about his personal feeling towards
being here. This was sure to be used tonight. Well to be honest, I dictated
what would be used anyway as my vision was the only useable vision coming out
of PNG.
Sitting under the wing I hear an aircraft
sound. I strain my eyes to find the source of the sound across the vast plain
that Kokoda airfield rests in. I scan the distant mountains and I spot it, a
pin prick buried in the landscape. It grows and I recognize its shape. A UH-60 Black
Hawk with its four-bladed and twin-engines bought by the Australian Army
as a medium-lift utility helicopter and manufactured by Sikorsky Aircraft. It
comes in low and fast, touching down a wings length from the Caribou.
A figure emerges from the fuselage, a
figure I’d seen before. I recognise him as the Doctor up at the site, I motion
him over and say hello. After chatting with him for a while I ask if I could
put him on camera as his experiences were intriguing. After a 30 minute
interview it was obvious this gentleman needed help, help I could not give him.
The scene that confronted him on the side of the mountain had touched him, in a
way that scars. I thank him for his time and pack up my reflector.
That night we hear that the Doctor had been
transferred to a waiting Australian Navy vessel with a trauma team on board and
headed at speed for the Australian coast. I was relieved, he needed help.
The next week went past quickly. I made a
few more visits to the crash site, went to Kokoda airstrip again and shot a lot
of interviews. Interviews were my bread and butter, without those the vision
had an 80% chance of not being used. People like to personalize an event and
the media are no different. Interviews, vox pops, pieces to camera, it all did
the same thing, allowed the viewer to identify with the talent, feel what
they’re feeling, see what they saw. Of course you can’t just have an interview
by itself but you do need them.
For this job I worked in a team of three, a Public Affairs
Officer, a stills cameraman and myself, the video guy. I was fortunate enough
to have a good crew, and when the opportunity came to have some downtime we
stuck together.
The day was hot, maybe 37 degrees, maybe
more. The sky was clear of any blemishes giving us no reprieve from the intense
rays hurtling towards us. We didn’t care; in fact we threw caution into the
wind and headed for the best golf course on this Island. A quick 9 will do us I
thought. I was wrong; we made it around 5 before cowering from the heat and Ultra
Violet radiation. Next time I’ll remember the sunscreen.
I look down; the only way I can as I was on
harness, leaning far out on the ramp of the Caribou. The Black Hawk was below
me with its precious cargo slung from its belly. We were on the way back from
the crash site; I was in the Caribou, the Twin Otters number 2 engine slung
underneath the Black Hawk. This was the concluding piece for my vision of the crash
site and I was having fun. It’s not every day you get
to hang out the back of an aircraft at seven thousand feet, held only by a
harness and your boots on the edge of the ramp.
Once the engine was delivered at the
military compound within Port Moresby International Airport for investigators
to look over, my job was over until the repatriation of Australian citizens
just under a week later. Time for some R and R.
We boarded a ferry and headed for the
island. If you imagine a small island, around 5 acres worth, put a house….
Scratch that, a third world shack with a souvenir shop and snorkeling gear for
hire, the picture would resemble our day on the luxurious resort island 10
minutes off the coast of Port Moresby. We snorkeled a nearby reef which turned
out to be full of marine life. I remembered why I had taken up diving 10 years
prior. The star fish, brain coral, eels and other assorted life kept me in the
water for a good 2 hours.
Great read Guy! Looking forward to following your journey.....
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