Twelve Apostles flight

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We had a fly-in to Mansfield planned with some members of another forum.  After around three attempts over two years to make this fly in happen, today it finally eventuated with weather to boot.

The day looked fantastic- sunny a top of 26 degrees and the TAF looked even better- morning haze until 8am and then CAVOK.

After a couple of delays including a quick change of equipment for the day, we were underway in a 2004 C172S after being given permission to land on a non-paved surface at Mansfield.

I was unable to secure a plane long enough to really enjoy what was available at Mansfield, and unfortunately the we ended up being around 1 hour and 20 minutes late for fly-in, but such is general aviation.

The run-up bays at Moorabbin were packed with aircraft ready to take advantage of the great weather, but we were able to beat a lot of the rush to the runways.

We departed and headed for Coldstream, and would then head for Lake Eildon and then finally on the Mansfield. The first leg to Coldstream was uneventful, and we climbed to 5000 feet once clear of controlled airspace to avoid the rising ground.

Soon we were passing Healesville and then flew up the valley towards Eildon. The area was clearly still recovering from the bushfires in February 2009 with a very sparse landscape visible and lots of black trees.

Once at Eildon, we were soon over the last of the higher ground and started a descent down towards 3000 feet in preparation to overfly Mansfield airfield. We had the luxury of the full screen Bendix King GPS which pointed out the airfield, and also had the ADF set. We soon passed over the airfield and failed to spot it, which called for a 180 degree turn to the north of Mansfield.
On the track back, we soon spotted the aircraft parked to the north of the field and then the grass strip. Another aircraft reported using 33, but a nearby burn off program indicated that there was hardly any wind. Runway 33 was the most convenient as the parking space was at the other end.
The main hazard for 33 is the powerlines to the south of the airfield. After reading the accident report about wire strike in Geelong, I was keen to keep a close eye on them. I informed my passenger to watch them while I focussed on joining crosswind for the right hand 33 circuit.
The aircraft was configured to land, and we turned final. I kept the approach nice and steep to avoid both the powerlines and the nearby smoke which would have made in-cabin breathing a little unpleasant. It’s moments like this when you miss the extra 10 degrees of flap.

We touched down and headed for the apron (or piece of grass open for parking). With two C172s departing at the same time it was as busy as Moorabbin. We found a spot, shut down and then pushed the aircraft back into a parking spot.

A quick call to our ground transport, and we caught up with the whole team who were already there before us. I couldn’t resist showing off the futuristic, sports car style cockpit of my ride, and there was plenty of interest.

It was off to the Tolmie Pub for a quality, non-alcoholic refreshment and a nice steak sandwich (reasonably priced at $250 and worth every bite).


The Tolmie Pub

Unfortunately as the aircraft had to be home, we had to hit the air earlier, so our transport was kind enough to drive us back to Mansfield in time for the 1:30pm departure. The aircraft was still there and in good, airworthy shape so it was time to go.


Preflight checks


Checking to ensure that there was enough fuel to get home

We decided to use 15 due to the light crosswind which wasn’t favouring any runway, and were once again airborne. For this leg, I decided to have a go at the autopilot to truly marvel the hands-off flying. With either the heading bug or the GPS set, as well as the desired altitude, all that’s left to do is scan the instruments to make sure everything is running as expected, and to cross-check the route with the chart.


Lake Eildon


The auto pilot helps out on this leg

With a healthy tailwind behind us, things were moving along quickly and soon it was time to descend for the 4500’ step. We passed Coldstream and prepared to approach Moorabbin via Academy- all in around 35 minutes of flying.

At Academy, the obviously busy controller advised us to proceed to Sandown and to join a wide downwind for 35R. I reported in at Sandown and told that I was number 4 for landing, and that I should follow a C172 at my 4 o’clock position. This was also on downwind but flying parallel and closer to the airport. I quickly slowed the aircraft down and watched carefully.

I turned base and the aircraft in front did the same. We were now well spaced apart, and the aircraft in front landed and performed a touch-and-go with just enough time to clear the runway for our arrival.


A blurred view of Runway 35L

We vacated the runway, then faced a slight delay in crossing 35L before proceeding for the apron. As we shut down my instructor appeared on return from another flight to help push the aircraft into the parking positon.
The flight time was just 1.6 for Mansfield return which was very impressive- the final engine time was 2.0 indicating 0.4 being spent on the ground...never mind.

A big thanks must go to everyone who made this fly-in possible as it was a great experience. It really highlighted how easy Mansfield is to get to (not even an hour away). Of course, a huge thanks to the ground transport. It’s one thing to land 4 km from the town and be a little stranded, but having someone in the ground to help out turns these events into a big success.

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Melbourne City Orbits

Another day of flying- this time I had someone who wanted some photos of the Melbourne CBD for a project (not commercial) so I decided it would be a great chance to fly my first orbit of the city.

I read a little in the VPG about doing city orbits, but it wasn't very descriptive so I spoke to my instructor who explained the proceedure. I wasn't able to snap up the new C172 which I had been endorsed to fly in just a few days before (booked out all day compared to the old 172 which was free all day), so it was time to return to my piloting roots in a 172N.

Obviously you quickly realise how loud the engine is and how much more likely to fall apart the cockpit looks straight away but I wasn't going to let it phase me. With the passengers onboard we taxied to the runway. This is only my second time using the 13 runways at Moorabbin (used to 17/35), so there is still some learning to do in terms of airport layout and so on, but we lifted off with no trouble.

At Albert Park Lake I set the transponder to 0100 and called Essendon Tower, who then gave clearance to do two right hand city orbits while remaining east of the Bolte Bridge.

Each orbit is an impressive experience with no shortage of familiar landmarks. We flew from Albert Park Lake to the Bolte Bridge (staying east of course) and then flew around the 'back' or northern side of the city. It was then on to the MCG and back down to Albert Park Lake.

For those with a controlled airspace endorsement, a city orbit or two is a must-do flying experience, and I look forward to doing more in the future. Once we finished orbit 2, we got the 'radar services terminated' call from Essendon, and then proceeded back to Moorabbin for arrival via Brighton for 13R.

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Flying last time in LSP didn’t go completely to plan as we were restricted to circuits only due to the low cloud and passing showers. The aircraft was pulled apart during the week to install a new ADF (part of using the aircraft for IFR training) rendering it offline for a few days, so Friday was the earliest time that I could get back into finishing the endorsement.

The day was overcast but winds were light at the cloud base was up at around 3500’. I arrived at the airport at 9am and headed out to the aircraft. The pre-flight involved all the usual stuff including 13 fuel drains to check for contamination. Stupidly, I did the fuel drains, then dipped the fuel. On dipping, I thought another 60 litres would be good, so I called the fuel truck and then did another 13 fuel drains after refuelling. Lesson learnt- dip and refuel first, then drain.



With 26 fuel drains completed, I was satisfied that no contamination existed so we headed for the run-up bay and departed for the training area. Once in the training area, I engaged the autopilot and used it for the first time. The procedure is very similar to flight simulator. ALT and HDG mode were engaged, and moving the heading bug causes the aircraft to perform a gentle, rate 1 turn on to the desired heading. Using the ALT Up and Down buttons causes the aircraft to gently climb or descend to the desired altitude. The autopilot is a real luxury compared to what I am used to, and is just one of the exciting things about flying such a new aircraft.

Another exciting feature is the full screen GPS. The database/maps are a little out of date on this machine, but I have been assured that they will be updated when the correct card reader is available. Having such a good map in front of you at all times informing you of the whereabouts of such waypoints as ‘GMH’ and ‘Carrum’ is just another luxury that makes this aircraft a joy to fly.

After going over the four ways of disengaging the autopilot (press AP, disengage button on yoke, pull circuit breaker, adjust trim), it was time to do some real aerial work with hand flying. We did a couple of stalls, then some 60 degree steep turns and a practice forced landing. Overall, the aircraft handles just like another, older 172. In the training area, the aircraft cruises comfortably at 120 knots.

With the boxes ticked, we headed to the airport via GMH for a flapless approach and normal circuit. This went fine, so I am now fully endorsed to fly in LSP.

Avalon Airshow
Yes, I went to the Avalon Airshow on the Friday night. Here are some highlight photos taken using my mobile phone.




Aircraft on display


The air force shows off nullifying a practice enemy


The Jellybelly plane on final approach for landing on a truck


Landing successful!


Jellybelly plane lifting off the truck


Jetstar RPT traffic


C-130J aircraft shows off an impressive climb angle

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The flying school at Moorabbin recently got their hands on a 2004 C172S- VH-LSP. Read more here.

For once, it seems that flying in a 172 is like flying on Microsoft Flight Simulator with a full suite of avionics. Bendix King autopilot (just like on Flight Simulator), a Bendix King GPS (good for IFR), working nav radios and more.

For the month of March, the school offered a 'check flight' with an instructor for endorsement to fly VH-LSP where the instructor was free. This deal was too good to pass up, so I booked in for yesterday.

On arrival at Moorabbin at 9am the weather wasn't too good with low cloud and passing showers. We decided to wait 30 minutes while I familiarised myself with the cockpit and the aircraft.

LSP from the outside

A lot is still the same at the 172N models that I have flown in the past, but a lot has also changed in around 30 years of innovation. The engine is fuel injected and the fuel tanks require thirteen inspection points instead of three to name two changes. Thirteen places to inspect the fuel for contaminants are made up of five spots on each wing and three under the aircraft. After a lengthy fuel drain, it was time to get inside.


The interior is like comparing a luxury sports car with a 15 year old family sedan.


'
A cockpit with a fresh, modern feel

I turned on the master switch and the avionics to listen to the ATIS. The process was straight forward- the aircraft has two comm radios and two navigation radios (VOR) along with an ADF.


Preparing to get the ATIS


After checking over the aircraft, it was time to hit the air. The weather hadn't got much better but it was good training to fly dual in marginal conditions (I was inspired to do this after watching a quality CASA DVD called 'Weather To Fly' that came with my Visual Pilot Guides for one $15.00 postage fee). At the run-up bay after getting taxi clearance for the training area, the tower advised of an incoming shower to the south east. We decided to opt for circuits instead in the hope that the shower would pass.

The aircraft is much smoother than a 172N and the taxi is a breeze. The fuel injected engine means it starts first time with minimal cranking. The aircraft has a TAS of 120KIAS (due to a greater number of virtual horses working for you), which means the RPM has to be at the edge of the green in the circuit to avoid going too fast

The circuits involved dealing with an 18 knot crosswind which meant landings with aileron down and kicking the aircraft straight with the rudder- a chance to keep up with crosswind technique. The circuit traffic was light except for one point where there were three aircraft on base and me on downwind.

The weather didn't improve and we spent a lot of time dodging showers in the circuit. In the end, we returned to the airport and opted to head out to the training area when the weather was better to finish off the learning experience.

I look forward to posting part 2 when it happens- but part 1 was a great learning oppertunity in a new aircraft that is a pleasure to fly with marginal conditions and a strong crosswind. The free instructor made it even more worthwhile.

The aircraft is more expensive to hire, but due to the greater TAS it works out cheaper per nautical mile. It is also a good confidence booster for passengers to fly in an aircraft that doesn't look like it's about to fall out of the sky (if you judge the whole aircraft by the standard of the interior and nothing else).

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I had a strong desire to fly, so I decided to book a plane for Friday and head west to Cobden where I and another passenger would meet someone who owns a property nearby to catch up. One the morning of the flight it was blue skies and light winds, but I was aware of the TAFs and ARFORs that suggested rain and thunderstorms after 10am. I pulled out of the flight and rescheduled for Tuesday which turned out to be the right move as the weather turned sour.

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Click to enlarge any photos
Today I finally had the chance to operate a flight that used the privileges of my PPL. It arrived in the mail a week ago and now I finally had some time when everyone’s schedules met for a quick 85 minute trip around the bay. The planned route was to fly from Moorabbin past the city on the recommended VFR route and around to Avalon, where I would get airways clearance and fly over the runway. From there, we would go to Geelong, then over my former home airfield of Barwon Heads before stopping at Tooradin for a lunch break, and then making a short hop back to Moorabbin.

With passengers in the form of my parents onboard, I found myself constantly checking and scanning the TAFs, ARFORS, NOTMAS and other information to make sure the trip would go off without a hitch. I was worried about low cloud, but it was forecast to lift. Luckily we could only fly in the afternoon due to other commitments which would be enough time to give the cloud a chance to lift and break up. The ride was C172N VH-RLG, an aircraft that I now had many hours in.

The day continued to be cloudy as we travelled to Moorabbin. On arrival, I got the latest weather, fuelled up the plane, got permission from Tooradin to land there and lodged a plan via NAIPS. The cloud wasn’t lifting but it would be OK for the trip. I recorded this as the first PVT flight (instead of AWK) and signed of the maintenance release for the first time. A PPL flight outside the training area requires many formalities and extra planning that wasn’t required for the quick GFPT trips. The more ground work done, the smoother the flight should go in the air.

I pre-flighted the aircraft and we finally made our way out to the run-up bay by 2:40pm. The checks went off without a problem and we were soon cleared to taxi to G2 for 17R with information victor (just some useless information).
The run-up bay

We departed and headed up past Southland towards the city. The clouds were staying at around 2500’. There were some good views of the city as we flew past and headed around Williamstown.
The city


The Westgate


Another aircraft with an advertising banner


A glace at Avalon showed that we wouldn’t get above 2500 which is required to be in Class E. Also, a quick listen on Avalon Approach indentified three RPT aircraft, which would probably limit lower Class D clearance. Rather than adding to the controller’s workload, I decided to turn right at the Laverton BOM Tower and track towards Werribee- a course that would take us around the back of the You Yangs and past the vehicle testing ground.
Vehicle testing ground

We flew along Bacchus Marsh Road passing Barwon Prison and the city of Geelong. The territory began to feel familiar again as we passed over Geelong (Grovedale) Airport and Barwon Heads.
Shell Refinery


Geelong’s urban sprawl


Sadly, GA traffic no longer flies out of Barwon Heads. A landing there would be possible, but the flight school and aircraft hire is all recreational only. Passing the heads showed an inbound container ship, the two ferries and other small boats.
The Heads

Incoming traffic

Turning

We passed Arthur’s Seat and Tyabb before starting a decent into Tooradin. Chatter on the CTAF meant that Runway 22 was in use, which corresponded with the south westerly wind at Moorabbin and while aloft. Traffic was temporarily light, meaning the whole circuit was ours and we touched down on the generous paved runway (wide and long).
Final approach into Tooradin
I taxied onto the grass and shutdown and locked up. After checking that the selected parking location was OK, we hit the ‘Wings and Fins’ restaurant, only to find that lunch was over. We still enjoyed the $300 bowl of chips and coffee though.

All too soon, it was time to get back in the plane for a short hop home. I quickly pre-flighted, checked fuel and oil and then called on passenger help for the pushback.

Expected flight time was around 15 minutes, and we departed and headed for Carrum. At Carrum, it was a usual arrival on Runway 17R- the only hitch was a Seminole had to go around behind me as we were a little to close. This ended a great flight that was more than just an extra 1.8 hours in the log book. It packaged many small symbolic achievements- landing at a foreign airport without passengers, venturing outside the training area, the first non AWK flight and signing the maintenance release. The PPL has been three years in the pipeline and I look forward to the next adventure (something is planned for next week).

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Yes it has been a long time since my last post. This is because I have been heavily occupied with other commitments, not to mention some intensive flying.

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Yesterday was my first Moorabbin solo. It was very exciting and enjoyable despite nothing out-of-the-ordinary happening. All my 'get up to test standard' nav work is done, so the plan was to work on improving my landings, which had started to suffer with the lack of practice (before yesterday I had only made about 6 landings in over 3 months which might be enough to take passengers up but not to impress an ATO). The instructor stamped my logbook before we left to allow me to fly solo in Class D airspaqce. Then, flying dual, we got the required start clearance and taxi clearance and proceeded to Runway 17L, the nominated circuit runway.

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After a some cancellations due to weather and other commitments it was good to get flying again today. The planned flight was from Moorabbin into Class C airspace at Essendon, then onto CTAF at Coldstream before landing at Moorabbin again. The aircraft just had enough time on the clock left to get this flight in before the 100 hour service.

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