Peter's Flight Log

Summary

I've been flying out of Camden aerodrome since I begun my training. Depending on traffic, I sometimes drive past Sydney's second metropolitan airport, situated at Bankstown, west of Sydney's CBD.

So I naturally wondered what it would be like to fly from Bankstown (YSBK). So, I did some research and decided to fly circuits at Bankstown with one of the many schools that operate out of Bankstown, Sydney Flying Academy. I called and spoke with one of the school's instructors, Filip, and made a booking with their Cessna 152.

Why fly at Bankstown?

Aside from being curious about the airport itself, Bankstown is a very different flying environment compared to Camden. I have written details about this airport below, but I will summarise the points that resonated with my the most:

1. This is a much larger commercial airport, when compared against Camden. It has three parallel runways, and lot's of taxiways.
2. Aircraft of many types operate from YSBK. From trainers, like the Cessna 152, to turboprops and Jets, as well as helicopters, constantly zoom in and out. This makes for a very dynamic environment in the circuit and beyond.
3. The ground radio procedures are different. This is because of the more complicated environment, clearances are typically given one at a time. While in Camden I can get a clearance to start the engine for circuits and taxi all the way to the holding point, at Bankstown I have to get three or more clearances: (1) engine start, (2) runup bay, (3) holding point, (4) take off.
4. In the circuit, the radio is very busy, as it is on the ground. In my short time in the circuit today, I was instructed to do a U-turn and switch runway as I was flying downwind of circuit 2. I have never had such a change of runway in my 36 hours of flying at Camden. There was also a constant chatter of planes in the circuit, departing, and arriving.
5. Bankstown is situated within a dense urban environment, unlike Camden. Instead of lakes, river bends and pipelines, I would be using warehouses and towers as navigational landmarks.
   
6. I was also curious about what a C150 or a C152 feels like to fly. Having flown a C172, getting into an even lighter plane was something I wanted to try.
   

The best way to get my answers to these questions is to fly at Bankstown. Is my training so far at Camden suitable to allow me to operate at Bankstown (or any other busy airport)? Is my knowledge of the C172 sufficient for the C152?

About the Bankstown Aerodrome (YSBK)

Bankstown Airport (YSBK), located in the bustling region of Sydney, serves as a critical hub for general aviation, particularly for training purposes. The airport hosts a myriad of activities including flight training for both recreational and commercial pilot licenses, making it a vital part of Australia's aviation training landscape.

The airport's importance as a training ground is due in part to its diverse operational environment, which offers students a range of flying experiences. Students training at Bankstown are exposed to controlled airspace operations, which is invaluable for their development as pilots. This controlled environment includes operating under various air traffic control instructions and navigating through busy airspace, skills that are essential for any aspiring pilot.

Additionally, Bankstown's facilities and infrastructure support a comprehensive training regimen. The airport is equipped with multiple runways, offering different orientations and lengths, which is advantageous for training in various wind conditions and for practicing different types of takeoffs and landings. The presence of numerous flying schools and clubs at the airport provides students with a wide range of options for their training needs, from basic flight training to more advanced courses and ratings.

Moreover, the proximity of Bankstown Airport to Sydney's central business district and other key locations makes it an attractive choice for trainees and aviation professionals alike. Its location allows for easy access to a metropolitan setting, where pilots can gain experience flying in and out of an urban area, further enriching their training experience.

Bankstown Airport's role as a training airport is integral to the aviation industry in Australia, providing a foundation for the next generation of pilots. Through its comprehensive facilities, strategic location, and controlled airspace, YSBK ensures that trainees are well-prepared to meet the demands of their future aviation careers.

A comparison between the Camden and Bankstown Aerodromes

Camden Aerodrome and Bankstown Aerodrome are two key aviation facilities located in New South Wales, Australia, each playing a significant role in the training of student pilots. While both aerodromes serve as foundational environments for aviation education, they possess unique characteristics and operational considerations that student pilots must be aware of. This comparison aims to delineate these aspects, adopting an informative and academic tone to elucidate the distinctions and operational vigilance required at each aerodrome.

Camden Aerodrome (YSCN):Situated approximately 50 kilometers southwest of Sydney, Camden Aerodrome is renowned for its scenic surroundings and relatively less congested airspace. It primarily serves general aviation, with a strong emphasis on flight training, recreational flying, and gliding activities.

• Operational Considerations:
  • Weather Variability: Camden is known for its micro-climatic conditions, which can change rapidly. Student pilots must be adept at interpreting weather information and making informed decisions.
  • Gliding Operations: The presence of gliding activities necessitates heightened situational awareness, particularly in the vicinity of the aerodrome where gliders and tow aircraft operate.
  • Rural Setting: The aerodrome's rural location means student pilots must be proficient in navigation, especially when identifying ground features and managing flights away from controlled airspace.

Bankstown Aerodrome (YSBK):Bankstown Aerodrome, located just 22 kilometers southwest of Sydney CBD, stands as one of the busiest general aviation airports in the Southern Hemisphere. It is a hub for flight training, charter operations, maintenance, and emergency services.

• Operational Considerations:
  • Air Traffic Volume: Given its status as a bustling general aviation airport, student pilots must develop effective communication skills and maintain vigilance in busy airspace to avoid conflicts.
  • Controlled Airspace: Operating within or near controlled airspace requires understanding air traffic control (ATC) procedures and compliance with clearances and instructions.
  • Diverse Operations: The diversity of operations, including emergency services and charters, means students must be prepared for dynamic situations, including prioritizing other aircraft types and adhering to specific operational requirements.

Comparative Considerations for Student Pilots:

• Navigational Awareness: At Camden, the emphasis is on visual navigation skills due to its rural setting and the necessity of recognizing ground features. Conversely, Bankstown's proximity to Sydney's metropolitan area and its controlled airspace demands proficiency in both visual and instrument navigation techniques.
• Airspace Management: The operational complexity of Bankstown's airspace requires an understanding of airspace classifications, ATC communications, and the ability to respond to ATC instructions promptly. Camden, while less complex, teaches the importance of vigilance in shared airspace, especially concerning glider operations.
• Environmental Adaptability: Camden's variable weather conditions and Bankstown's air traffic density both serve as critical training grounds for environmental adaptability, teaching student pilots to adjust to different operational challenges.

In summary, while Camden and Bankstown Aerodromes both play pivotal roles in aviation training, each presents distinct learning environments and operational challenges. Student pilots training at these facilities must cultivate a comprehensive skill set, encompassing navigational proficiency, airspace management, and environmental adaptability, tailored to the specific characteristics and demands of each aerodrome.

A quick review of the Cessna 152

The Cessna 152, a cornerstone in the realm of general aviation and pilot training, epitomizes the evolution of light aircraft design and utility. This two-seat, fixed-wing aircraft, manufactured by the Cessna Aircraft Company, stands as a testament to the enduring legacy of simplicity, reliability, and efficiency in aviation. This article endeavors to explore the historical context, typical applications, and technical specifications of the Cessna 152, adopting an informative and scholarly perspective.

A bit of history

Introduced in 1977, the Cessna 152 was developed as a modernized successor to the venerable Cessna 150, one of the most widely used trainer aircraft of the time. The advent of the 152 was marked by enhancements aimed at refining performance and operational efficiency. Over its production span, which concluded in 1985, approximately 7,584 units of the Cessna 152 were produced, cementing its role as a foundational aircraft in flight training programs globally.

Uses

The Cessna 152's predominant application is in the domain of flight training, where its forgiving flight characteristics and durability make it an ideal platform for instructing novice aviators. Its operational simplicity and cost-effectiveness also render it suitable for recreational flying, offering enthusiasts an accessible entry point into personal aviation. Furthermore, the aircraft is occasionally utilized for aerial surveys and photography, exploiting its low-speed stability and maneuverability.

Technical Characteristics:

• Airframe and Design:The Cessna 152 features a high-wing monoplane design, facilitating ease of entry and egress, as well as offering superior visibility and stability during flight. The airframe is predominantly constructed from aluminum alloy, contributing to a balance of strength and lightness.
• Powerplant:The aircraft is powered by a Lycoming O-235-L2C engine, a four-cylinder, air-cooled, horizontally opposed engine that delivers approximately 110 horsepower. This powerplant is noted for its reliability and contributes to the 152's modest operational costs.
• Performance:The Cessna 152 exhibits a maximum cruise speed of approximately 107 knots (198 km/h) and a range of 415 nautical miles (769 km), with a service ceiling of 14,700 feet (4,480 m). These performance metrics underscore the aircraft's adequacy for a multitude of training and recreational flying activities.
• Avionics and Equipment:While the avionics suite of the Cessna 152 can vary significantly depending on the model year and subsequent upgrades, typical installations include basic navigation and communication radios, and in some cases, modern GPS units. The cockpit layout is designed for simplicity, aiding in the instructional process.
• Safety and Reliability:The Cessna 152's design and construction adhere to stringent safety standards. Its track record in flight training circles is testament to its inherent safety and dependability, attributes that are paramount in aircraft utilized for educational purposes.

The Cessna 152 continues to play a pivotal role in the fabric of general aviation, particularly in pilot training. Its historical significance, coupled with its operational versatility, underscores its contribution to the development of aviation skills and the promotion of flying as a recreational pursuit. Through its technical specifications and enduring utility, the Cessna 152 exemplifies the principles of aerodynamic efficiency, safety, and practicality in light aircraft design.

A comparison between the C172 and the C152

The Cessna 152 and Cessna 172 aircraft models, both manufactured by the Cessna Aircraft Company, represent pivotal advancements in the field of general aviation, particularly in pilot training and personal aviation. This comparison elucidates the distinctive features, performance metrics, and utility of each model, thereby facilitating an academic exploration of their roles within aviation training and recreational flying.

Cessna 152 Overview:The Cessna 152 is a two-seat, fixed tricycle gear aircraft, esteemed for its role in foundational flight training and personal use. It succeeded the Cessna 150, introducing enhancements in performance, durability, and weight capacity. Equipped with a Lycoming O-235 engine, the Cessna 152 delivers approximately 110 horsepower, optimizing fuel efficiency and operational costs. Its design prioritizes simplicity and ease of maneuverability, making it a preferred choice among flight schools for primary training. Additionally, the aircraft's maintenance requirements are relatively minimal, further contributing to its economic viability.

Cessna 172 Overview:The Cessna 172 Skyhawk, a four-seat, single-engine aircraft, holds the distinction of being one of the most prolifically produced aircraft in the history of aviation. This model offers increased spatial capacity and payload capabilities compared to the 152, accommodating up to four occupants. The standard propulsion system for the 172 is a Lycoming O-320 engine, which provides up to 160 horsepower. This enhances the aircraft's climb performance and cruising speed, making it suitable for a diverse array of aviation applications, from instructional settings to cross-country voyages.

Comparative Analysis:

1. Spatial Configuration and Payload: The Cessna 152's compact design and two-seat configuration render it ideal for instructional purposes and solitary flights. Conversely, the Cessna 172's four-seat arrangement and augmented payload capacity extend its utility to include multi-passenger flights and more substantial cargo transport.
2. Performance Metrics: The 172's more robust engine yields superior climb rates and expedited cruising speeds, facilitating efficiency in longer-distance flights and diverse operational scenarios.
3. Functional Versatility: Although both models are integral to flight training programs, the 172's enhanced capacity and performance metrics render it adaptable to a wider spectrum of flying activities, encompassing instrument training and extended aerial journeys.
4. Operational Expenditure: Due to its smaller size and engine, the Cessna 152 is associated with lower operating costs, positioning it as an economical option for flight training and recreational aviation endeavors.

The Cessna 152 is recognized for its operational simplicity and cost-effectiveness, making it an exemplary entry-level aircraft for pilot training. In contrast, the Cessna 172's expanded capabilities and versatility render it suitable for a broader range of aviation applications, reinforcing its status as a cornerstone of both training and private aviation fleets. Through this comparative analysis, the distinct yet complementary roles of the Cessna 152 and 172 within the aviation community are elucidated, underscoring their enduring contributions to the advancement of pilot training and general aviation.

The flight

I arrived at the Sydney Flying Academy carpark at 8am for an 8:30am booking, so I had plenty of time to look around. Half an hour later, I met with a staff member who invited me to the hangar. We opened up the hanger doors and looked at the C150 (which was my original booking but had to be grounded because or a radio issue), and the C152, VH-XAR, which I'd be flying later.

Filip, my instructor on this flight, arrived a few minutes later and we immediately started a discussion about the plan and the flight. There was a lot to cover. I did the ground inspection based on my process for the C172. The C152 is smaller and has fewer things to check. For example, there is no cargo door, although the pilot still has to check for items in the back of the plane.

I took a few minutes to install the GoPro on the existing GoPro mount on the ceiling of the plane, and then squezzed (literally!) in the cockpit.

The C152 (like the C150) is a two-seater trainer, and the seats are smaller than the C172 (and I thought the C172 seats were small!). I had to climb in, not get it, because of the way that the fuselage wraps around the sides.

Once in the plane, I connected my headset and audio recorded. The headset connectors are hidden beneath the center console, and it takes a bit of time to feel them with the finger tips (they are not visible).

Once that was done, we started with the pre-start checklist. I got ATIS, and Filip explained the radio procedure for getting clearances on the ground. Ulike at Camden, the procedure at Banstown is one step at a time. I was not prepared with my cheat sheet (I will create one for my next flight), so I had to work of memore. 

Position is reported my taxiway letter. We were parked at Foxtrot.

After getting the clearance to start, Filip demonstrated how to start the engine of the C152. This is quite a manual process, where the pilot has to prime the engine by pumping fuel into its cylinders (no priming pump!). Even after priming, starting the engine required manually pumping the throttle in and out while turning the ignition key to the start position. At that point I felt quite spoiled with the Scout's C172 planes!

But once the engine started, it sounded healthy. We taxied to the runup bay, which took a while because we had to travel the entire length of the runway down taxiway Bravo.

At the runup bay, the idle test also showed no problems with the engine.

Finally, we got to the threshold, and received clearance to take off.

It was time for full throttle!

Remember, the C152 does not have the performance of the 172. Acceleration was sluggish. I did not feel the tendency of the 172 to veer to the left and a result of the engine torque in the C152, and it was definately easier to control as it slowly accelerated.

At 60 kts, I pull up on the yoke to take off, and the plane did get off the ground. However, while the C172 at this point can climb quickly, the C152 was climbing very slowly. I carfully managed the speed to around 75 kts for the climb. We turned crosswind and then downwind. We finally reached 1000 ft circuit altitude at early downwind, much later than what I am used to with the C172. Still, all good, and always in control.

I radioed for touch and go, and continued downwind. Unlike the C172, I only deployed 10° flap at mid-base, and did not need any more flap. Also unlike the C172, in the C152 we use around 100 to 200 extra RPMs in the base and final legs as needed.

My landing on the first circuit was actually very good! Filip called it a "butter landing" :-). I was impressed by how easy it was to control the C152 in the final leg, right on the centerline. Because I only had 10° flap, retracting it was quick, and after adding full throllte, the plane reached rotation speed withing a couple of seconds. We were off for circuit #2, experiencing the usual sluggish climb.

I was thinking of trying a flapless landing (for full stop) for circuit #2, but a radio call from Tower alerted us for a pending runway change, and requested to extend downwind. A few seconds later, Tower asked us to do a U-turn ("first a left turn, followed by right turn to join downwind for runway 11R"). Filip executed this manuevre, and got us on downwind for the new runway, then handed control back to me.

This time, I did a right turn to base for runway 11R, which tracking traffic ahead, another turn to final, and my second buttern landing for the day.

But there was more: after the landing, I decided to do aerodynamic landing like I'm used to do on the C172. This involved pulling back on the control column to raise the elevators and use them as breaks. As the speed is not sufficient for lift off, this configuration increased drag and the plan slows down.

But, this does not work the same on the C152. Because the C152 is so much lighter, the raised elevators caused the nose of the plane to rise! If I had a couple of extra knots, the plane would have become airborne again!

I must admit, this flight was a lot of fun. In the two circuits we had time for, I experienced the handling of the C152, and a very busy airspace. I want to come back and complete a few more circuits. I feel that I can handle the plane safely, but need more practice with the radio calls and situational awareness around this busy airport.

I'll be back!