All downhill from here: Armidale to Sydney

On the fourth and final leg of our round trip from Sydney to Brisbane I was flying and didn't take any pictures. Thanks to Chris and Dennis then for the photos and especially for the one right below, which deserves some explaining.

There is only one taxiway connecting the apron to the runway at Armidale. We had just finished our run-ups on the apron when a QuantasLink Q400 turboprop called inbound on the CTAF frequency. Rather than wait on the apron and taxi our way around him, always a risky affair, we waited at the holding point for him to land.

After he landed we entered the runway and backtracked to the threshold of runway 05, while the Q400 was backtracking the runway from the other end in the direction of the taxiway. We made all the required radio calls and then some so at all time the crew of the Q400 knew what we were doing. The photo was taken as we were already lined up for departure and holding and the Q400 was still backtracking.

From Armidale we followed the New England Highway to Tamworth. Tamworth tower was very helpful in helping us identify the visual navigation landmarks to transit their airspace. Once back in Class G airspace we kept following the Hunter valley past Willow Tree, Murrubundi, Scone, Muswellbrook, Lake Liddell, Singleton, Cessnock, Maitland and reached the coast again at Lake Macquarie.

From there we tracked for Brooklyn Bridge for the VFR lane southbound, reported inbound at Prospect and landed on 11C at Bankstown. Total time 10.4 hours, 4.8 hours northbound and 5.6 southbound. The longer return leg of course a result of our little scenic flight around Brisbane.

The photo above really speaks for itself. This was a tiring trip that left a smile on my face for the whole week after. Intense and demanding because of the failure of the GPS unit right at the start, and also a lot of fun thanks to great company and a good mix of familiar, formerly familiar and unknown places.

Coffs Harbour to Brisbane Archerfield

The second leg of our trip from Sydney to Brisbane took us from Coffs Harbour to Brisbane Archerfield in 2.4 hours. All still without a functioning GPS. This was a bit of an aviation homecoming for me since I learned to fly in Brisbane but moved to Sydney soon after I got my PPL, and this was my first time flying back in a GA aircraft.

We departed Coffs on runway 21 in-between two arrivals: a Virgin Blue 737 and a QantasLink Q400 who was asked to extend his downwind leg to accommodate our departure.

We made a right turn and the photo below, taken on the crosswind leg, illustrates quite well what I described in the previous post: runway 10/28 is difficult to spot when coming from the south, and can momentarily be confused with that oblique taxiway. That's runway 03/21 in the foreground, the photo is looking to the north.

Soon after we left Class D airspace and tracked for Grafton. We could no longer follow the coast since our planned track took us inland in order to avoid Evans Head airspace. Navigation became a little bit harder than keeping Australia on the left as we did on the first leg. We flew IFR (I Follow Roads) to Casino, which we identified by the runway orientation and the horseshoe lagoon, which I had already spotted once from a higher altitude.

From then to the Lismore NDB, then to Byron Bay lighthouse. Byron Bay is not too difficult to find since it is the easternmost point on the Australian continent. Chris identified the lighthouse from as far away as Lismore. The photo below is my smiling self in a left turn over Byron Bay township. Notice the overhead row of switches on the Archer III, which gives it that airliner feel. The switch that's off is the fuel pump.

At Byron Bay we requested flight following because we would be flying over tiger country soon and wanted to make double sure we did not violate any controlled airspace, with Gold Coast CTA steps nearby and later on approaching Archerfield and Brisbane. And also of course ATC provided us with an extra pair of eyes, pointing traffic that we may not be able to see flying west near the end of the day. All good reasons to request flight following. And it's free.

We tracked via Nimbin TV Towers, which offered superb views of Mount Warning. Nimbin is the unofficial weed growing and smoking capital of Australia and is famous for its annual MardiGrass festival. Mount Warning is the first point of Australia to receive sun rays in the morning, even before Byron Bay which is more to the east but at sea level.

We tracked via the Laravale VOR and ATC was very helpful pointing traffic out to us. We called inbound for Archerfield at Park Ridge water tower and followed a Cessna inbound. I ended up too high and too fast for runway 28 and was instructed to join upwind instead of landing.

After a short left-hand circuit on 28L we were cleared to land on 28R. We touched down at the first taxiway and exited at the next one. The landing was slightly left of the centreline. I have since manufactured the following excuse: I did it deliberately so that the picture would look right on the video that Chris was shooting from the right seat.

The ground controller provided us with detailed taxi instructions to a grass area where we could tie the aircraft down for the night. We shut down near the biggest single-engine biplane in the world, the Antonov AN-2.

We refuelled, cancelled SARTIME and took a cab to our hotel. This was a long day with 4.8 hours in the air. A lot of work, but very rewarding work. We managed to increase our store of experience without having to draw from our store of luck.

Dennis, our student pilot passenger got a taste of what a long cross-country flight is like. He assured us that the whole flight decupled his motivation to get his PPL. Very soon, with knowledge fresh in his mind, he will be able to look back at this flight and list the mistakes we made.

A fellow flying blogger visits Sydney

Without any doubt, the highlight of writing an aviation blog is meeting in real life pilots I first got in touch with through the blog. This is how I had a coffee at Frankfurt airport with Vincent in 2008, and how I went flying with Chris in 2009. 2010 promises to be a bumper year in that respect, something I am really looking forward to.

Early January I had the pleasure of playing host for one day to Michael and his lovely wife who had the very inspired idea of leaving the Michigan winter behind and spent a few weeks in Australia and New Zealand over the holiday season. Michael is the blogger behind Cleared for the Option and flies out of Willow Run airport (KYIP), near Detroit and is currently working on his instrument rating.

The three of us went for a local flight around Sydney on a Sunday morning, leaving the circuit for 11L at Bankstown on crosswind in the Archer VH-SFA.

We flew the GA lane northbound across Sydney's northern suburbs and turned southbound around Palm Beach.

I started descending to 1500ft over the water. Approaching Long Reef, we experienced some radio problems when requesting a clearance for the Harbour Scenic One procedure: the transmission was perfect one moment, chopped and hardly audible the next. I tried switching radios, still the same. I advised ATC I would do orbits outside of controlled airspace and contact them again when the problem is fixed.

Michael suggested that since I was low and doing orbits, my wing may be blocking the signal intermittently. That made a lot of sense, so I climbed and flew straight for a moment and the problem fixed itself. Thanks Michael!

Tracking towards the Harbour Bridge our traffic was a helicopter towing a massive red banner over Manly Beach. He was not going terribly fast so we overtook him on the right hand side.

This was a banner ad for WeightWatchers. I find it kind of cruel to fly a weight loss ad over the beach on a Sunday afternoon, it's really preying on beachgoers' insecurities, which I guess makes for effective advertisement.

We did a couple of orbits over the Harbour Bridge and the Opera House which offered great views of Sydney CBD. Did I already mention that The Matrix was shot here?

After that we tracked south along the coast on the Victor One route. Clouds were starting to build up, time to head back to Bankstown!

Below is Stanwell Park, not too far from where Laurence Hargrave flew his box kites which inspired many of the early pioneers of heavier-than-air flight, including the Wright brothers. Today hand gliders launch from there, the launch pad can be seen on the right-hand side of the carpark.

We flew back to Bankstown via Appin, followed the M5, called inbound at 2RN and joined final for runway 11R at Warwick Farm. All the details in the video below, and as you can see I had a lot of fun playing with Youtube's annotations feature!

Before saying goodbye we exchanged out-of-date aviation charts as we had agreed beforehand. When Michael opened the Detroit sectional chart to show me his local airspace, I couldn't believe the density of aerodromes. The scale of the chart is the same as our VNC in Australia, but there's many, many more airports. Granted, the population density of the US is eleven times that of Australia, but that's still very impressive. Michael also gave me some approach plates for his home airport of Willow Run, my first time holding approach plates in my hands actually since I do not have, nor am I training for, an instrument rating (yet).

It was great meeting Michael and his lovely wife, we had a great time flying around Sydney and exchanging pilot stories. Now I only need to find a valid reason to pay Michael a visit in Detroit and go for a local flight with him out of Willow Run. And I'm afraid setting a new record with a $2,000+ trans-Pacific hamburger run is not a valid reason.

Update: Michael posted his write-up of our flight with some extra photos, make sure to visit his blog! Thanks again Michael for getting in touch with me in the first place, this was awesome!

Saturday morning flight to Camden

I realised a few days ago that I had to become current again if I wanted to fly with passengers to Wollongong next week-end for the Wings over Illawarra airshow. Three take-offs and landings within the last 90 days are required for carrying passengers, and I only had one in my logbook.

The weatherman promised all Sydneysiders that Saturday would end a long string of IFR-only week-ends, so I booked Warrior VH-SFM for a few hours in the early morning. Time to shake the rust off with a flight to Camden, only 17 nautical miles south-west of Bankstown. The weather didn't disappoint.

Of course the world and his wife had also come to the conclusion that this was a perfect day to resume VFR flying in the Sydney area. All five spots in the run-up area for 29R at Bankstown were taken, so I did my pre take-off checks and engine run-up on the taxiway. I then joined the line for the holding point, making sure to apply the park brake so that my Piper would not creep forward and chew on the tail of the Cessna in front of me.

It may have been smarter to go straight for runway 29C rather than wait for everyone else on runway left. Something to keep in mind for next time. This is a very similar dilemma to that of choosing a check-out lane at the supermarket. The other lane always go faster.

I eventually took off on 29R and flew around the training area, identifying landmarks such as the pipeline south of the Penrith R536 restricted area and Warragamba Dam. With all the rain we received in the last weeks the area was very green. I called inbound at Mayfield and advertised myself as unfamiliar with Camden. The controller gave me an upwind join for 06 rather than a base join and I made a decent (for a solo flight) full-stop landing despite flaring too high. This was my first time landing at Camden in daylight, all the previous times had been at night.

Camden is a great GA airport with more interesting aircraft types than are usually seen around Bankstown. I mentioned this airport already as a possible place for me to do a tailwheel endorsement later this year. Grass trips have magical powers when it comes to attracting vintage aircraft such as this Tiger Moth above or Curtis Aviation's T-6G Texan below.

After a little look around I departed Camden on downwind for 06 at the circuit altitude of 1300ft. On late downwind the controller gave me a traffic, a Cessna in my 2 o'clock, on descent and about to join base. By the time I found him he was right in front of me and quickly disappeared in the bottom left corner of my windscreen.

I would not call it too close for comfort, but I would have appreciated if the controller had kept him at 1800ft for an upwind join rather than descend him in front of me, even if that meant an extra circuit for the Cessna. That being said, separation is the responsibility of the pilot in a GAAP control zone, and I probably could have anticipated the traffic by listening more carefully for the inbound aircraft who most likely was inbound from Mayfield. Lesson learnt.

I followed the ranges to Warragamba Dam then kept the pipeline on my left all the way to Prospect Reservoir. An aircraft was performing aerobatics near an unnamed airfield south of Penrith so I gave it a wide berth. A Cessna and an Extra reported inbound at Prospect before me and we all joined downwind for 29R. I flared too high on that one too and all the credit for the decent landing goes to the oleo suspension of the Warrior.


After crossing the holding point I stopped for a few seconds to perform my after landing actions and checks (landing lights and strobes off, transponder on standby, flaps up, fuel pump off, switch frequency to ground) and started taxiing back to the clubhouse. That's when the ground controller called me asking me to next time please avoid stopping right after vacating the runway since I prevented the aircraft behind me from vacating. Point taken, I won't do it again.

I can't drink I'm flying

This felt so weird and so good at the same time. Sorry, I won't be tasting wine because, you see, I'm the pilot and, well, you know, eight hours from bottle to throttle and all that kind of things. Yes, small airplane, we flew in from Sydney. Beautiful day for flying indeed. My passengers wouldn't mind tasting the Semillon though. And we'll take a couple of bottles back with us, thank you very much. Yes, we walked from the airport. No, walking alongside the highway is not terribly pleasant.

That scene played out at a winery in the Hunter Valley on a beautiful early spring Sunday a couple of weeks ago. Susanne and Ingo had joined me as passengers and plane spotters on a day trip to the wine growing region north of Sydney. And they even brought lunch with them. You may remember Ingo from the $100 burger in Wollongong episode. With his better half around lunch was a lot healthier than the famous Aviator Burger.

We left Bankstown in Piper Archer VH-SFR and proceeded up the GA lane through Sydney's northern suburbs. Approaching Warnervale Ingo spotted a couple of ultralights about to cut across our route, so I made an early right turn to Norah Head lighthouse. We drew a couple of orbits at 1500ft. I could have flown lower orbits at 1000ft or even 500ft but since we didn't have life jackets with us I preferred to stay within safe gliding distance of the mainland.

We then tracked to Swansea, weaving our way around low dark cumulus clouds. Since we were below 3000ft we only had to remain clear of clouds, with no minimum distance from clouds required either vertically or horizontally. So this was all legal. Being legal does not however automatically imply being safe (that'd be too easy), so I kept my eyes out and steered our craft away from the fluffy stuff.

It's in situations like that that I realise how easy it would be to enter clouds inadvertently. I remember sitting at home earlier on reading reports about VFR flights into IMC and thinking "come on, how can you not realise you're about to enter a cloud?" Well, spend only five seconds with your head down in the cockpit looking up a frequency in the ERSA, finding a landmark on the map or twidling the GPS buttons and you've already covered 300m. In the photo above, five seconds would have put me rather close to that big opaque flying collection of water droplets.

Approaching Newcastle we tracked inland and the scenery changed quickly from waves, rocks and beaches to hills, pastures and trees. The skyscape also changed to more friendly-looking fair weather cumulus clouds.

As we were only a couple of miles away from Cessnock aerodrome a Twin Comanche overtook us on our right at the same level The manoeuvre was definitely safe but the pilot lost karma points on this one. A radio call on the CTAF frequency would have been a nice display of airmanship. I followed him to the dead side and we both joined crosswind for a left-hand circuit to runway 17.

We taxied and parked our little Archer III not too far from a hangar full of warbirds available for joyrides, hoping that the Piper would learn a trick or two over lunchtime. We took a very informative tour of the hangar, the best part of course being sitting in the cockpit of an L-39 Albatros, a T-28 Trojan and an Avenger. Photos and details in a future post if I don't forget.

After lunch, which was delicious but way too healthy for an aviation-themed day out, we walked to the Hunter Valley visitor center, very conveniently located a few hundred meters from the aerodrome, and from there to the De Bortoli winery. Not that we had ever heard about it before, but it happened to be within walking distance from the airport. As can be seen in the photo below, patches of wineyards can be found right up to the airport fence, in-between the runway and the highway so to speak.

Wine connoisseurs would certainly tell you that this very unique terroir, right on the extended centerline of runway 35, is responsible for the wine's unique bouquet, a delicate balance of wild strawberries, citrus fruits, fumes of unleaded mogas from the road and unburned avgas sprinkled by 152s doing circuits with the mixture on full rich.

People who already shared a bottle or two with me know that one of my pet peeves is the overly lyrical labels found on the back of rather ordinary wines. I like to think good wine sells itself. And don't get me started on wines bottles featuring a dozen gold medals from obscure competitions held in unknown places.

After replacing burnt aviation fuel in the tanks with bottles of wine in the baggage compartment, we took off again and headed further west up the Hunter Valley. From Cessnock we tracked to the Singleton NDB to make sure we didn't infringe on the Dochra restricted area and then west to Lake Liddell and back the same way.

It's difficult to tell vineyards from other crops from altitude, but there is one thing that cannot be mistaken for anything else in this part of the world: open-sky mines.

We flew back via Cessnock, Warnervale, Calga NDB and Brooklyn Bridge. Good thing I made a number of inbound calls before overflying Cessnock since another aircraft on the frequency was about to drop skydivers over the area. He waited for me to report overhead Cessnock before dropping what pilots affectionately refer to as meat bombs.

The trip back to Bankstown was uneventful, which is good, except for a very, very ordinary landing with some crosswind which saw me float and drift way too far from the centreline.

The great thing with flying with passengers, in addition to making the whole day more enjoyable, eating a healthy lunch and sharing costs, is that they take videos during take-offs and landings. I tried to compress three hours of flying into about 2 minutes of video, result below.

We finished the day at home with a beautiful coq au vin that Nina had prepared while we were away, which of course we washed down with one of the bottles that had survived my landing at Bankstown. Thinking about it, we could call this type of flying trip the $100 wine bottle.

It's been a hard day's night flying session

Remember how I said in my previous post that I loved the idea of flying at night on weekdays because it freed me from having to take time off work or planning my week-ends around flying lessons? Well, I just came across a huge downside of this nice little theory: after a full day at work, it is very, very hard to empty your mind, restore energy levels and focus on the flying. As a result, my first night flying lesson was very, very messy and I was quite upset with that.

I met my instructor Ben in the clubhouse and we started with a quick whiteboard briefing about taxiway and runway lighting and how night circuits are flown differently from daytime circuits.

Because I had forgotten my torchlight at home, I had to borrow Ben's for preflighting the aircraft. The pre-flight visit is essentially the same as in daylight, with the addition of landing and navigation lights. I noticed that the landing light was not working. That's the light right at the front of the aircraft, below the engine air intake, the one that's used for lighting up the runway on take-off and landing at night. Can't really go without it at night. Ben said we could use the other landing light instead, the one situated near the middle of the leading edge of the right wing. Problem solved.

The aircraft on that night was VH-IJK, the oldest Warrior in the club's fleet. It could definitely do with a new interior trim, but that didn't bother me much in the dark. Before startup, Ben showed me how to use the panel lighting. Unfortunately, the row of switches is not lit up, and I had to be extra careful not to switch the electrical master off when going for the fuel pump switch.

We taxied to 11C and Ben reminded me to perform taxi checks when turning. Keeping the nose wheel on the taxiway centerline was quite hard because the light was coming from the side and not all yellow taxi lines at Bankstown have green lights down the middle. Ben explained that one common mistake is to taxi too fast at night because the pilot has less cues in his field of vision for gauging speed. The trick is to look in the general direction of the wingtip to get a better idea of how fast we are going.

The circuit was already full, with five or six aircraft practicing night circuits. The tower told us to expect a delay and that we would not be cleared before an airplane currently in the circuit makes a full-stop landing. We shut down everything and agreed with the tower controller that he would shine a torchlight at us when he wanted us to start up and talk to him again. The light eventually came and we lined up for a session of about 7 or 8 circuits.

Maintaining the runway centerline on take-off is hard without a front landing light, so I concentrated instead on keeping the picture drawn by the runway side lights and the distant threshold symmetrical while accelerating to take-off speed. The upwind section of the climb is done on instruments up to 500 feet. Wings level, maintain best rate of climb speed with the airspeed indicator and maintain runway heading with the DG. And keep that instrument scan going.

On crosswind when the opposite threshold is about 45 degrees behind us I turn downwind, make my downwind call, BUMFHH checks and try to maintain the runway about one third of the way down from the wingtip. Same story with the other threshold before turning base. Ben explained that the trick for knowing when to turn final is to watch for when the first runway side light on the near side aligns with the third light on the far side. This worked quite well, but I always ended up too high on final. Ben identified the source of the problem as me not flying a square base, but rather having the base leg point toward the threshold, thereby giving myself less time for descending.

A few times when I ended up too high on the glideslope I managed to recapture the correct approach profile (2 red lights and 2 white lights on the PAPI), only to go too high again on late final. Ben insisted that I do not push the nose down below 300 feet to recapture the perfect glideslope otherwise I'll end up touching nose wheel first: if it's too high, just accept it and fly it. 300 feet is also the magical number for the altitude where I more often than not forgot to turn carby heat off. Not good.

On one circuit Ben asked the tower to switch the PAPI lights off, which lead to a good landing actually. Flare and touchdown require a bit of a leap of faith at night though. We tried without the landing light, which worked well too. Having the lights off forces the pilot to concentrate on the picture of the whole runway rather than the beam of light from the landing light.

On one circuit we had a rescue helicopter join the circuit on final from Prospect when we were on downwind. That's because, as per the ERSA, helicopters at Bankstown must use fixed-wing procedures at night. The tower advised us of possible wake turbulence and I extended downwind to allow more time for the turbulence to dissipate. Not that it helped anyway. I was on short final when the aircraft suddenly rolled to the left. Very similar story to what happened to Chris recently. Right rudder, full power and we went around. I forgot to retract the flaps though and it took me an embarrassingly long amount of time to find out why I wasn't climbing as well as in the previous circuits. That and leaving carby heat on are really the kind of beginner's mistakes that make me very upset with myself. Power up, nose up, clean up and speak up. It's not that hard.

Because of our late start we were alone in the circuit when the tower shut down and the control zone reverted to a CTAF. We did one more circuit and taxied back to the club house. We had a debrief where we went through the list of things that could have been done better. Ben gave me a copy of the Night Rating syllabus so that I know what's coming up. We booked two circuits sessions for next week, any one of which can be converted to a simulator session should the weather be less than ideal.

First $100 burger at Wollongong airport

The $100 burger is a concept of mythical dimensions in aviation. I had come across it many times on other people's blogs, but never had a chance to perform the ritual myself. During my PPL training I had a $800 sub once on a long cross-country solo, but no $100 burger. I'm happy to report that since last week-end this gap in my aviation culture is a thing of the past.

The $100 burger refers to the cost of flying somewhere away from the home base for the sole purpose of eating a burger, and then flying back. This is as good an excuse as any other one to go flying. Taken more broadly, it is the acknowledgment that real good reasons to go flying are scarce compared to how often we feel the itch, hence creativity and rationalisation are required.

I had booked a Warrior for Saturday, and I didn't have too much trouble convincing my friends Ingo and Marcus to join the adventure. The plan was to fly out of Bankstown northbound, do a few orbits over Sydney Harbour, fly Victor One southbound and land at Wollongong to have a burger at the Aviator Lounge, and then fly back to Bankstown after lunch.

Looking at the weather forecast on Friday evening I decided to postpone the flight till Sunday. There were quite a few things I was not too happy with, starting with the very strong westerly winds:

WIND:
2000     5000     7000     10000
250/35   250/45   250/50   260/55

35 knots at 2000ft and 45 knots at 5000ft. With a cruise airspeed of 105 knots in the Warrior, this translates to a miserly 60 knots ground speed on the way back to Bankstown. Barely faster than the cars below on the M5. Strong winds aloft are surely a nuisance, but not necessarily a safety problem unless they come with turbulence. Which takes us to the next section of the area forecast:

TURBULENCE:
OCNL SEV BLW 10000FT ON/LEE OF RANGES GRADUALLY EASING.
MOD REMAINDER BLW 8000FT GRADUALLY EASING.

Westerlies blowing over the ranges create this "occasionally severe" turbulence as the wind tumbles down the hills. This is particularly bad in Wollongong since the city is built in a natural amphitheatre with very sharp cliffs to the west, as can be seen in the picture above. This makes for dramatic views from the airport, but also dramatic aerodrome forecasts:

WOLLONGONG (YWOL)
TAF YWOL 151827Z 1520/1608
27025G41KT CAVOK
BECMG 1522/1524 24015G25KT 9999 FEW045
RMK FM152000 MOD/SEV TURB BLW 5000FT TILL 152400
FM152400 MOD TURB BLW 5000FT

Wind at 25 knots with gusts up to 41 knots? And moderate to severe turbulence below 5000ft? I don't think so. I would be nervous taxiing in such conditions, let alone landing or taking off. Crosswind in these conditions is a major problem for the main 16/34 runway, and a smaller problem for runway 08/26. However, given my low time on this aircraft type, little of which includes crosswind landings, I wasn't keen to chance it. The decision to postpone was easy to take, and my passengers were more than happy to fly on a calmer day.


The forecast was for conditions to improve overnight, and Sunday was indeed a beautiful VFR flying day. All the Warriors were booked so we took VH-NRF, a Piper Archer instead.

We took off from Bankstown on 29R flew north to Patonga and then to Long Reef. Approaching Long Reef I requested a clearance for a Harbour Scenic One procedure, which was granted and led to dozens of glorious digital photographs being taken. I particularly like the photo of Barrenjoey Head below, with the left wing flap and the reflection of the sun over the top of the stabilator.


We exited Victor One then climbed and tracked south to Wollongong. I knew from other airplanes on the CTAF frequency that runway 34 was being used. I overflew the airfield anyway to have a look at the windsock. It seemed to point at the threshold of runway 16, but with very little wind in it I decided to do like everyone else and joined crosswind for 34.


My first circuit was really tight and of course I ended up too high on final. I thought about sideslipping my way down for an instant but decided against it, out of consideration for safety, comfort, and the eardrums of everyone onboard.

The second circuit was a lot better, mainly because I was following another airplane which seemed to know his way around the place. I extended downwind all the way to the hills south of the airfield, and when I turned final the picture in the windscreen looked much more normal than on my first attempt. Landing was good, although I held the nose up a bit too much and soon after the stall warning horn went off we fell onto the runway from an altitude of about one foot.

The burger and fries at the Aviator Lounge didn't disappoint, which is what you expect from a $14.50 burger really. It was fresh and delicious, and came with the obligatory two slices of beetroot.

After lunch we took off on 34. A Seminole was performing a GPS approach to Runway 16, which he discontinued early enough to not create a problem and he passed us on our right. Navigation back to Bankstown was performed using a bit of dead reckoning and a lot of navigation by reference to the ground: Cordeaux lake, then tracking to Menangle to meet the M5 and follow it northbound till we find the 2RN entry point for Bankstown airport.

We joined final for 11L and I performed what must have been my best landing so far in the Archer. During the flare I kept my eyes focused on the end of the runway, and the nose on the horizon. I didn't realise we were on the ground until I heard the wheel rotate. A real greaser of a landing, and captured on video to boot:

Total flying time 2.1 hours, plus landing taxes, lifejacket and headset hire, amounted to $458. Divided by three, and leaving the cost of the burger proper out of the equation, we get a $150 burger. Not a bad way to spend a Sunday.

Piper Archer III Checkride

Second lesson in the Piper Archer III. Circuits on the menu today. When I say menu I should say wish list, because circuits at Bankstown are more of a privilege than a due as I learned near the end of the previous flight. As for any airport, there is an upper limit on the number of aircraft that can fit in the circuit for obvious reasons of separation between aircraft. In addition, Bankstown is currently suffering from a shortage of Air Traffic Controllers, which forced the tower manager to limit circuits during certain hours. Of course local flying training organisations are less than pleased but don't have any other choice than grin and bear it.


I pre-flighted the airplane, on my own this time. My instructor Olivia arrived with two brightly colored cushions, one for her back and the second one perpendicular to the first one. I started up, taxied for the run-up bay of 11R, which means a very very long taxi all the way around the airport, performed my pre-take-off checks and called ready at the holding point. The tower cleared us for circuits with an expedited take-off, and I left the transponder on standby since we'd stay in the circuit.

We did a number of circuits, about 6 or 7 in total. Two flapless. One go-around. One engine failure after take-off. Olivia pointed at a number of local landmarks I can use for different legs of the circuit. Point the nose at the big green building on downwind. Turn base before the racecourse. Watch out for those tall trees on final. There were only two other airplanes in the circuit, which was good.


This was actually my first time doing circuits at a controlled aerodrome, since all my training took place in a CTAF at Redcliffe. I had been in the circuit at Archerfield a few times, but only with the purpose of landing there. Nothing too weird about it though. We call downwind on downwind, and get cleared touch-and-go usually on final. Maintaining sufficient separation with the aircraft in front is not only the right thing to do for safety, it is also the smart thing to do if you don't want to be told to go around on short final because the aircraft in front is still on the runway.

The downwind BUMFHH checklist works for the Piper the same way it works for the Cessna, except for the (F)uel item. On the Cessna, because fuel is fed to the engine by gravity, (F) consists only in checking that the fuel selector is on Both. In the Archer, this also means turning the electric fuel pump and landing lights on. The fuel pump is turned off with the after-take-off checklist passing 400ft. Carby heat is a small lever on the right-hand side of the throttle quadrant, turned on before descending on late downwind and off on short final to prepare for a potential go-around. The throttle quadrant unfortunately blocks the view, so I had to lean over to the right to double-check if off was up or down.

Where I learned to fly, we didn't turn the landing lights on and off with each touch-and-go. I think the reason it's done this way at Bankstown is to make our airplane easily visible to the controller in the tower. It's not a Cessna vs Piper thing. In a CTAF such as Redcliffe, there's no controller, and landing lights would not help other aircrafts see us better, that's the role of the rotating beacon, nav lights and strobes. Or maybe I was taught this way to avoid having to change expensive lightbulbs.


As can be seen on the picture above, the mag switches are guarded with a metal bar so that one cannot turn the magnetos off while trying to turn landing lights off. Of course the switch being turned off should always be positively identified, but this is an extra layer of safety.

Speaking about fuel earlier, safety is also built into the fuel selector: it can be simply rotated from one tank to the other, but rotating it all the way to "off" required depressing a little button on the selector.

All my landings were good, but all floated way too much. I need to take a few knots off my short final speed in the future. The ground effect provides long floats, but also makes most landings nice and soft, with ample time for the stall horn to go off.

On our last circuit Olivia asked for a full-stop on 11L to shorten taxi back to the clubhouse, which was denied. We landed on 11R, vacated the runway and waited for clearance to cross 11C and 11L. At Bankstown you do not ask for clearance to cross runways, you just wait for it in order to limit congestion on the frequency.

As we taxi back Olivia asks if I think I'm ready to go solo in that airplane. I say yes. She says she thinks so too. We park on the grass in front of the clubhouse and shut down. I meet Olivia inside a few minutes later and she stamps and signs my logbook with the mention "competent to fly solo by day in PA-28B". Awesome.

Looking at the stamp again later, I realise Olivia's ARN number is greater than mine, which means she started learning to fly after me. I started flying training two years ago, almost to the day, and after two years have a PPL and a CSU endorsement. In less time, Olivia progressed from zero to Grade 2 instructor. Not bad. I wonder how far I would have got without a full-time job. Probably not very far since I would have run out of money fairly soon!