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.
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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