Peter's Flight Log

I needed a change, so I decided to book a flight with a flight school at Cessnock. Cessnock's airport (YCNK) is not towered, so CTAF radio procedures apply, something that I wanted to practice. The landscape around Cessnock is amazing. Cessnock is situated in the Hunter Valley, filled with vineyards and a popular weekend escape destination for people from Sydney. 

In the flight, Alex, my flight instructor for the occassion, helped me become familiar with the controls and the checklists of the Cessna 172 VH-MCJ, the CTAF radio calls, navigation through the new environment, and even gave me the opportunity to practice forced landings.

What is CTAF?

CTAF, or Common Traffic Advisory Frequency, is a radio frequency used at non-towered airports like Cessnock Airport (YCNK) to facilitate communication between pilots. Since there is no control tower to manage air traffic, pilots use CTAF to announce their positions, intentions, and movements to ensure safe and coordinated operations. At Cessnock Airport, the designated CTAF frequency is 122.65 MHz.

Using CTAF helps pilots maintain situational awareness of other aircraft in the area, reducing the risk of collisions. When flying into or out of Cessnock Airport, pilots tune their radios to 122.65 MHz and make specific calls at various stages of their flight.

Example CTAF Calls at Cessnock Airport

1. Before Taxiing: Before moving the aircraft on the ground, the pilot announces their intention to taxi to the runway. For example: "Cessnock Traffic, Cessna 172 Mike Charlie Juliet, taxiing from the Western apron to runway 35, Cessnock."

2. Before Takeoff: Before taking off, the pilot announces their position and takeoff intentions: "Cessnock Traffic, Cessna 172 Mike Charlie Juliet, entering and lining up runway 35 for departure, Cessnock."

3. Departure Call: After taking off, the pilot makes a call to inform others of their departure and direction: "Cessnock Traffic, Cessna 172 Mike Charlie Juliet, departing overhead runway 35, climbing to 2500 feet, heading to the training area, Cessnock."

4. Returning to the Airport: When returning, the pilot announces their position and intention to join the traffic pattern: "Cessnock Traffic, Cessna 172 Mike Charlie Juliet, eight miles to the northeast at 1200 feet, inbound to join downwind for runway 35, Cessnock."

5. Final Approach: As the aircraft approaches the final leg of the landing pattern, the pilot updates their position: "Cessnock Traffic, Cessna 172 Mike Charlie Juliet, turning final for runway 35, Cessnock."

Using these calls on the 122.65 MHz frequency ensures that all pilots operating in and around Cessnock Airport are aware of each other’s positions and intentions, contributing to safe and efficient flight operations.

Spiral Forced Landing Technique

The spiral forced landing technique is a method used by pilots to safely land an aircraft in the event of an engine failure or other emergency that necessitates an immediate descent. This technique is particularly useful when the aircraft is at a high altitude, and the pilot needs to lose altitude quickly while maintaining control and positioning the aircraft for a safe landing. Here's a detailed description of the process:

Spiral Forced Landing Technique

1. Identify a Suitable Landing Site: Upon realizing the need for a forced landing, the pilot's first step is to identify a suitable landing site. This could be an open field, a straight section of road, or any flat, unobstructed area within gliding distance.

2. Establish Best Glide Speed: The pilot immediately adjusts the aircraft to its best glide speed. This speed is specific to each aircraft and is designed to maximize the distance the aircraft can travel horizontally while descending. For example, in a Cessna 172, the best glide speed is typically around 68 knots.

3. Fly Toward the Landing Site: The pilot flies directly toward the chosen landing site, aiming to arrive overhead the site at an altitude of around 2000 feet above ground level (AGL). This altitude provides enough height to perform the spiral descent and align the aircraft with the landing area.

4. Begin the Spiral Descent: Once overhead the landing site, the pilot initiates a spiral descent. This involves making continuous, coordinated turns around the landing site, gradually losing altitude with each 360-degree turn. The pilot maintains the best glide speed throughout the descent to ensure the aircraft remains within gliding distance of the landing site.

5. Manage Altitude and Position: During the spiral, the pilot monitors the altitude closely. The goal is to descend to a pattern altitude (usually around 1000 feet AGL) when directly downwind of the landing site. This positioning mimics the standard traffic pattern used for landing, ensuring a familiar setup for the final approach.

6. Transition to Final Approach: As the aircraft descends to the appropriate altitude, the pilot exits the spiral and aligns the aircraft with the downwind leg of the landing pattern. From here, the pilot follows a standard approach, turning onto the base leg and then final approach to the landing site.

7. Conduct the Landing: On final approach, the pilot configures the aircraft for landing by extending flaps as needed and adjusting the descent rate. The focus is on maintaining a stable approach, managing airspeed, and ensuring the landing site remains within reach. If the descent rate is too high or the approach is not aligned properly, the pilot can make adjustments to correct the path.

Example Scenario

Imagine a pilot flying a Cessna 172 at 3000 feet AGL when the engine fails. The pilot identifies an open field suitable for landing and immediately establishes the best glide speed of 68 knots. The pilot heads directly to the field, aiming to reach it at 2000 feet AGL. Once overhead, the pilot begins a controlled spiral descent, maintaining glide speed and losing altitude steadily. At 1000 feet AGL, the pilot exits the spiral, positions the aircraft on the downwind leg, and proceeds through the landing pattern. On final approach, the pilot extends flaps and makes any necessary adjustments to ensure a safe landing in the chosen field.

The spiral forced landing technique allows pilots to manage altitude effectively, maintain situational awareness, and position the aircraft for a safe landing, even under the stress of an emergency.

About Cessnock airport

Cessnock Airport (YCNK) is a charming, regional airport nestled in the heart of Hunter Valley, New South Wales. Known for its relaxed atmosphere, it's a favorite among local pilots and aviation enthusiasts. The airport is not controlled, which means pilots communicate with each other using a common traffic advisory frequency (CTAF) to coordinate take-offs, landings, and other movements. Read about CTAF elsewhere in this post.

The runway at Cessnock is well-maintained and runs in a north-south direction, designated as 17/35. The area surrounding the airport is picturesque, with lush vineyards and rolling hills typical of the Hunter Valley region. This scenic backdrop makes every flight out of Cessnock a visually stunning experience.

Cessnock Airport also serves as a great base for flight training. The lack of commercial traffic and the proximity to various training areas make it ideal for both student pilots and experienced aviators looking to practice maneuvers. Additionally, the airport's location is convenient for short trips to nearby towns and attractions, such as the beautiful vineyards of Pokolbin or the historic sites of Maitland.

Overall, Cessnock Airport is a wonderful place to fly from. Its combination of a serene environment, excellent facilities, and beautiful surroundings make it a standout location for aviation activities. Whether you're a student pilot or a seasoned flyer, taking off from Cessnock is always a delightful experience.

Important landmarks around Cessnock airport

The area around Cessnock Airport is dotted with several notable airports, airstrips, and navigation landmarks that are significant for pilots flying in the Hunter Valley region. Here are a few key locations:

1. Maitland Airport (YMND): Located to the northeast of Cessnock, Maitland Airport is a popular regional airport. It offers a well-maintained runway and is frequently used for general aviation, including flight training and recreational flying.

2. Lake Macquarie Airport (YWLM): Situated to the southeast of Cessnock, near the city of Newcastle, this airport serves as a base for general aviation and is known for its scenic approach over Lake Macquarie.

3. Newcastle Airport (Williamtown) (YWLM): Located further to the east, Newcastle Airport is a major regional airport with commercial airline services. Pilots flying near Cessnock should be aware of the controlled airspace around Newcastle.

4. Luskintyre Airfield: A small grass strip to the northwest, Luskintyre Airfield is well-known for its collection of vintage aircraft. It’s a fascinating spot for aviation enthusiasts and a picturesque point for flight training.

5. Mount Sugarloaf: This prominent landmark, with its twin antennas, is located to the east of Cessnock. It’s an important visual navigation point for pilots flying in the region.

6. Hunter Valley Gardens: Located south of Cessnock, the Hunter Valley Gardens are a significant landmark. The expansive gardens are easily recognizable from the air and are often used as a reference point for navigation.

7. Freeman’s Waterhole: This area, located to the southeast of Cessnock, is another notable landmark. It's often used by pilots for orientation during flights.

These airports, airstrips, and landmarks are used for navigation and provide convenient options for landing, training, and sightseeing in the Hunter Valley area.

The flight

The plane I flew was built in 1977, and it's interior show its age. There are even ashtrays. There are no fancy GPS and radios. Just the very basics.

Alex navigated east towards Mailtand, and then north west towards the tiny grass Luskintyre Airfield. That's where he suggested to do a practiced forced landing. But instead of the High-key and Low-key technique, I practiced the spiral technique (read about this elsewhere in this post). I missed the first approach, and Alex demonstrated how it's done. I did better in my second attmpts, but the storng headwind did not allow me to approach the airstrip correctly.

On the way back, I joined downwind, and lined up to land, making the CTAF calls on the way. Although I had a good final approach, I was not able to keep the plane stable enough in the strong crosswind, so Alex took control and completed the landing. Apparently, Cessnock has a lot of crosswind, so this is something I'll be practicing a lot.

I really enjoyed today's experience. I'll be back!