Location and Entry Fees
GWC is located on the Eastern Boundary of Tsavo East National Park
www.galanaconservancy.com
GWC Ph. No. 0798 060455
Entry Fees:
Non-Resident Adult US$30
Kenya Resident 700 Kes/=
Kenya Citizen 200 Kes/=
Children under 12 years in each category pay half rates.
Proof of citizenship or residency required.
All fees subject to additional VAT@16%
Mpesa payments to 0798 060455
Just 2 hours by road from Watamu, Malindi or Voi.
See local airstrip details below.
The Coordinates for the junction on the main Tsavo Road are 3º06'21.46"S 39º17'30.29"E
Travel North 3Km to the causeway over the Galana River to the GWC entrance
Should you need a guide to show you the best areas please book through the GWC main line 0798 060455. There is a charge (payable directly to the Scout) of Shs 1,000/- per Game-drive for this fantastic and unique service.
BY ROAD:
From Malindi - Travel approx 120k from Malindi on the main Tsavo/Voi Road. The Conservancy and Kulalu Camp are well signposted on the right hand side and will be found just 3km off the main road. Coming from Nairobi (i.e. the West) you need to exit Tsavo East via Sala Gate on the road to Malindi. After15km approx one will see on the left hand side, on a hill top, a sign for Galana Ranch, Kulalu Camp and the Galana Conservancy.Turn left there / go through the barrier and down towards the River. Turn left 50 metres before the river and that little road takes you to Kulalu Camp. Continuing across the Galana River on the causeway will bring you to the entrance of the Conservancy where our scouts will be happy to assist you with your visit.
BY AIR:
KULALU CAMP AIRSTRIP 03º 04.33 S 039º 16.98 E
Runway 14/32 Estimated (paced) surface 900Yds x 28Yds.
From the Start of the Take off run on 14 the runway gradient increases by approximately 5-10% to a peak at about one third of its length and then is predominately level. At approximately 2/3 of the length from the 14 threshhold a very slight narrow depression traverses the surface and should be anticipated.
Runway 14.
Take off. Full length available but performance calculations will show an appreciable decrement due to the uphill slope on the 1st third.
Landing Trees on the approach azimuth effectively reduce the landing Distance Available to approximately 600Yds. with the touchdown coinciding with the peak of the uphill gradient. Excessive rates of descent leading to a touchdown short of this optimal point should be avoided.
Runway 32
Take Off
Again a performance decrement should be accounted for due to the trees beyond the far boundary. This will affect the initial climb segment and reduce any engine failure options. With this in mind my preference when taking off in this direction was to initiate a left turn as soon as ground clearance was assured whereupon engine failure options looked better.
Landing
Full length available with no obstructions on the approach but again the performance calculation must take account of the down slope on the last third of the runway. An aeroplane with poor or no brakes would do well to consider the last third as unusable. Also any decision to go around for whatever reason must be timely in order to assure adequate clearance bearing in mind the tall trees beyond the far boundary.
Having flown several take offs and landings in both directions I encountered no adverse characteristics that would deter me from operating from this strip on an ongoing basis given suitable weather conditions and adequate aeroplane performance.
WARNING. The above appraisal is based entirely on my own impressions and estimates. Ultimately it is the aircraft commander’s responsibility to entirely satisfy him/herself as to the suitability of this airstrip for their purposes. As with any unlicensed airfield there is no regulatory body to oversee the operation and thus extra careful consideration must be made in particular to:
1) Adequate aeroplane performance.
2) Suitable weather conditions prevailing,
3) The aircraft commander’s confidence in his/her ability to (a) fly the aeroplane to the higher standard of accuracy required in the limiting environment of bush strip operation and (b) make judgements as to that strips suitability.
Javan James. UK ATPL210486. 30,000hrs. 127 aeroplane types. Etc.
www.galanaconservancy.com
GWC Ph. No. 0798 060455
Entry Fees:
Non-Resident Adult US$30
Kenya Resident 700 Kes/=
Kenya Citizen 200 Kes/=
Children under 12 years in each category pay half rates.
Proof of citizenship or residency required.
All fees subject to additional VAT@16%
Mpesa payments to 0798 060455
Just 2 hours by road from Watamu, Malindi or Voi.
See local airstrip details below.
The Coordinates for the junction on the main Tsavo Road are 3º06'21.46"S 39º17'30.29"E
Travel North 3Km to the causeway over the Galana River to the GWC entrance
Should you need a guide to show you the best areas please book through the GWC main line 0798 060455. There is a charge (payable directly to the Scout) of Shs 1,000/- per Game-drive for this fantastic and unique service.
BY ROAD:
From Malindi - Travel approx 120k from Malindi on the main Tsavo/Voi Road. The Conservancy and Kulalu Camp are well signposted on the right hand side and will be found just 3km off the main road. Coming from Nairobi (i.e. the West) you need to exit Tsavo East via Sala Gate on the road to Malindi. After15km approx one will see on the left hand side, on a hill top, a sign for Galana Ranch, Kulalu Camp and the Galana Conservancy.Turn left there / go through the barrier and down towards the River. Turn left 50 metres before the river and that little road takes you to Kulalu Camp. Continuing across the Galana River on the causeway will bring you to the entrance of the Conservancy where our scouts will be happy to assist you with your visit.
BY AIR:
KULALU CAMP AIRSTRIP 03º 04.33 S 039º 16.98 E
Runway 14/32 Estimated (paced) surface 900Yds x 28Yds.
From the Start of the Take off run on 14 the runway gradient increases by approximately 5-10% to a peak at about one third of its length and then is predominately level. At approximately 2/3 of the length from the 14 threshhold a very slight narrow depression traverses the surface and should be anticipated.
Runway 14.
Take off. Full length available but performance calculations will show an appreciable decrement due to the uphill slope on the 1st third.
Landing Trees on the approach azimuth effectively reduce the landing Distance Available to approximately 600Yds. with the touchdown coinciding with the peak of the uphill gradient. Excessive rates of descent leading to a touchdown short of this optimal point should be avoided.
Runway 32
Take Off
Again a performance decrement should be accounted for due to the trees beyond the far boundary. This will affect the initial climb segment and reduce any engine failure options. With this in mind my preference when taking off in this direction was to initiate a left turn as soon as ground clearance was assured whereupon engine failure options looked better.
Landing
Full length available with no obstructions on the approach but again the performance calculation must take account of the down slope on the last third of the runway. An aeroplane with poor or no brakes would do well to consider the last third as unusable. Also any decision to go around for whatever reason must be timely in order to assure adequate clearance bearing in mind the tall trees beyond the far boundary.
Having flown several take offs and landings in both directions I encountered no adverse characteristics that would deter me from operating from this strip on an ongoing basis given suitable weather conditions and adequate aeroplane performance.
WARNING. The above appraisal is based entirely on my own impressions and estimates. Ultimately it is the aircraft commander’s responsibility to entirely satisfy him/herself as to the suitability of this airstrip for their purposes. As with any unlicensed airfield there is no regulatory body to oversee the operation and thus extra careful consideration must be made in particular to:
1) Adequate aeroplane performance.
2) Suitable weather conditions prevailing,
3) The aircraft commander’s confidence in his/her ability to (a) fly the aeroplane to the higher standard of accuracy required in the limiting environment of bush strip operation and (b) make judgements as to that strips suitability.
Javan James. UK ATPL210486. 30,000hrs. 127 aeroplane types. Etc.
