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).