Peter's Flight Log

Summary

In this flight I was able to practice circuits in the busy Bankstown airport. As in Flight 41, we used runway 29L, one of three parallel runways. 

Unfortunately, I forgot to start the video recording on my GoPro, even though I installed it and turned it on. I must have turned the auto-record feature off. I did record the audio, and managed to put together a video presentation that combined the audio recording with the flight log data I obtained from the OzRunways app running on my phone, and Google Earth. Considering there is no original video, the outcome is not too bad. What do you think?

The weather during the flight was good, with CAVOK, QNH 1020, wind variable 5 kt. In the circuit we had noticable crosswind pushing us towards the west (aways from the runway).

The flight

My objectives for this flight were several. In no particular order, I wanted to do the following:

1. Get more exposure to Bankstown's busy environment, and practice situational awareness by seing and hearing (radio).

2. Practice radio calls, especially on the ground (in the circuit the calls are the same as in Camden, although the frequency is much busier).

3. Mark a few locations on the ground that I can use in case of engine failure upwind or crosswind.

4. Practice approaches with different configurations: normal (flap 10° or 20°), flapless, and glide.

5. Start the C152.

6. Practice the C152 checklists.

We had plenty of time to do all of that. 

We started with the. pre-flight inspection while the plane, VH-XAR, was in the hangar. The inspection process is similar to the one I follow for the C172. The most noticable difference is that the fuel sampling point are just two under each wing and one under the engine.

We pulled the plane out, did the fuel quantity and quality check, and continued inside. I got ATIS, and then radioed for clearance for startup for taxi.

We continunued with the checklists, and started the engine. The C152 does not have an electric priming pump, so I used the manual pump. I was able to start the engine in my first attempt!

YSBK Radio and clearances

At Bankstown, ATC gives clearances one at a time. At Camden, usually all clearances are given at ones. Today, I would request these clearances:

1. Startup for circuits.

2. Taxi.

3. Ready at the runup bay.

4. Ready for circuits.

Here's a breakdown of the typical radio calls you'll be making:

1. Before Engine Start: You would start with a call to the ground or clearance delivery, depending on the aerodrome’s procedure, indicating your location, intentions, and information received from ATIS. The call might be like:

   • “[Aircraft type] at [location] with [ATIS code], requesting engine start for circuits.”

2. After Engine Start - Taxi Request: Once clearance for engine start is granted and the engine is running, the next call is for taxi clearance. This call should include the aircraft type, the pilot’s intentions, and the specific taxiway or gate location. An example call would be:

   • "Bankstown Ground, [Aircraft Type] at [location], ready to taxi with [ATIS information], for circuits."

3. Taxi to Holding Point: After receiving taxi instructions from ground control, you'll communicate your acknowledgment and proceed to taxi. No further communications are typically required until you reach the holding point unless you need to report any abnormalities or request additional instructions.

4. Ready for Take-off: Once at the holding point, you’ll call the tower to report ready for departure:

   • "Bankstown Tower, [Callsign], holding point [specific holding point, e.g., Alpha 7], ready for takeoff, runway [number], for circuits."

5. Take-off Clearance: Following your readiness report, the tower will clear you for takeoff when it's safe to do so. The clearance might sound like:

   • "[Callsign], cleared for takeoff, runway [number], wind [direction and speed]."

Here's the sanitized conversation I had with the ATC:

• Initial Contact for Engine Start:
  • Peter: "Bankstown Ground, X-Ray Alpha Romeo at Foxtrot with information Bravo, requesting engine start for circuits."
  • ATC: "X-Ray Alpha Romeo, Bankstown Ground, start approved."
• Taxi Request:
  • Peter: "Bankstown Ground, X-Ray Alpha Romeo, at Foxtrot, ready to taxi for circuits."
  • ATC: "X-Ray Alpha Romeo, taxi to Runup bay via taxiway Bravo, for runway 29 Left."
  • Pilot: "Taxi to runup bay via Bravo, X-Ray Alpha Romeo."
• At Holding Point - Ready for Take-off:
  • Pilot: "Bankstown Tower, X-Ray Alpha Romeo at holding point Bravo 5, ready for takeoff, runway 29 Left, for circuits."
  • ATC: "X-Ray Alpha Romeo, hold at Bravo 5, traffic landing runway 29 Left."
• Take-off Clearance:
  • ATC: "X-Ray Alpha Romeo, runway 29 Left, cleared for takeoff."
  • Pilot: "Cleared for takeoff, runway 29 Left, X-Ray Alpha Romeo."

After rotating at 60 kt and becoming airborne, I configured the plane to climb at 76 kts, which is the best rate of climb speed for the C172. These are not the perfect numbers for the C152, but Filip explained that while the C172 speeds are not optimal for the C152, they are safe and it's better to use them in the C152 to avoid confusion between the types. 

For the record, here are the correct speeds for the C152:

• Rotation Speed (Vr): This is the speed at which the pilot should begin to lift the nose during takeoff. For the Cessna 152, the rotation speed is typically around 50 knots, depending on aircraft weight and other conditions.
• Best Angle of Climb Speed (Vx): This speed provides the greatest altitude gain per unit of horizontal distance covered, ideal for clearing obstacles after takeoff. For the Cessna 152, Vx is about 55 knots.
• Best Rate of Climb Speed (Vy): This speed provides the greatest altitude gain in the least amount of time, useful for reaching cruising altitude efficiently. For the Cessna 152, Vy is around 67 knots.
• Best Glide Speed: This is the optimal speed to fly when the engine fails to achieve the longest glide distance. For the Cessna 152, the best glide speed is approximately 60 knots.
• Best cruise climb speed: This speed balances good forward visibility, engine cooling, and rate of climb, is typically about 70-75 knots. This speed is optimal for most flight conditions and provides a reasonable compromise between climbing efficiently and covering ground effectively during the climb phase of flight.
  

Circuits

All six circuits in this session where uneventfull, just how I like them. In Flight 40, we had a runway change in circuit 2. Today we conducted all touch-and-goes on runway 29 Left.

One of my main difficulties was keeping the airplane on a course parallel to the runway on downind. I had the crosswind to deal with, plus the landmarks to become familiar with. In later flights, I will try using the strut of the wing as a queue for maintaining proper separation from the runway.

In one occassion, I veered too far to the right, away from the airport, almost entering the Class C airspace. We got a call from Tower, and Filip immediately corrected our course.

Most of my learnings from today's session happened on base and final. Because of the headwind on base, I was more fluid with the use of power and flap. The most flap I used was 10°, opting for a slighlty faster approach, but with more control. Power flactuated from 1800 RPM to idle, depending on the conditions. I noticed that in the last few approaches I was higher because I kept the circuit tigher (i.e. closer to the runway), and used more power entering base. In every case, I did not use flap at all at base, waiting to do so in final if needed.

Sideslip

In one case I was a bit high, so Filip demonstrated how to do a sideslip. I will practice this control technique next week at the training area so we have more altitude to work with.

Sideslip is a maneuver used by pilots to manage their aircraft's lateral motion relative to their flight path. It involves deliberately creating a controlled amount of slip with respect to the airflow around the aircraft. This is achieved by crossing the controls—applying rudder in one direction while banking in the opposite direction.

Where are a few situations where sideslip might be useful:

I observed Filip as he performed two sideslips (left and right). It works like this:

1. Reduce speed to a safe margin above the stall speed, considering that you will be maneuvering the aircraft. Ensure that flaps are set as required for the situation.

2. Initiate the Sideslip by applyin rudder in the direction you want to move (or against the crosswind direction during a crosswind landing).
Simultaneously, bank the aircraft in the opposite direction by using the ailerons. The amount of bank and rudder input will depend on the desired intensity of the slip and the prevailing wind conditions.
3. Adjust the controls to achieve the desired track over the ground, keeping the nose of the aircraft aligned with your intended path (such as the runway centerline).

4. As you near your target (e.g., runway threshold), smoothly reduce the rudder and aileron inputs to align the aircraft with your intended landing path and transition to a normal landing attitude.

Being in a sideslip feels weird, especially the first time, because the plane does not fly forward, but sideways. I'm looking forward to trying this next week.

Emergency landing sites

Filip pointed out a few locations that can be used as emergency landing sites in case of power loss at upwind or crosswind. There are very few viable options compared to Camden. From a certain perspective, these sites are obviously the only good one availables if power is lost immediately after take off.

I have marked the sites on the map (see side bar):

1. Heron Park, straight ahead on runway 29L.

2. Gordon Parker reserve, if flying crosswind.

3. Banstown Golf Course, for crosswind or early downwind with insufficient altitude to make it to the runway.

4. Runwau 29L if established downwind or at least 700 ft.

Next flight

My next flight with Filip and XAR will be at the training area. I'll practice a variety of exercises, including stalls, turns and sideslips. I'll also do a couple of circuits on the way back, and do some navigation from YSBK to/from the training area. This training area is the same we use when flying from YSCN (Camden), so I'm keen to learn how to get there from a different origin.