Flight log
PPL Navigation Flight 2: YSCN - YSHL
Date: July 22, 2025
Route: YSCN – NPBR – GRRV – KRMD – WSFR – YCNK (land) – YWVA – BBG – PSP – BRY – YSCN
Aircraft: Cessna 172S Skyhawk SP
Duration: 2.6 hours VDO
This was my second navigation exercise as part of my PPL training. I had originally planned a westward route over the Blue Mountains, with a landing at Gulgong via Mudgee and a return leg through Bathurst. The flight was fully planned using a paper map and E6B calculator. I spent around six hours preparing this route, calculating fuel, altitudes, waypoints, and headings.
Challenges in the original plan included:
- 1Terrain clearance near Katoomba (up to 3,042 ft at Three Sisters)
- 2Avoiding the Richmond Control Zone (YSRI) and R522 restricted area
- 3Managing cockpit workload with paper maps and a tight cockpit environment
On the morning of the flight, cloud cover over the mountains made the original plan unsuitable. I contacted the Bureau of Meteorology for an update, but conditions were not expected to improve until much later. I made a last-minute change and re-planned for a northern route to Cessnock, where I had previously done some RPL training. This was a practical lesson in flexibility and real-world aeronautical decision-making.
I also filed a flight plan via NAIPS for the first time and activated it via radio after adjusting the departure time at Cessnock.
Important Notice
Student Pilot Disclaimer
I am a student pilot currently training toward my Private Pilot Licence (PPL) under the supervision of certified flight instructors.
The content on this page is a personal debrief of my flight training experience. It reflects my thoughts, impressions, and learning process—but it does contain errors and misunderstandings, as part of that journey.
This is not flight instruction, and it must not be relied upon for learning how to fly, making operational decisions, or preparing for a flight.
Any procedures, radio calls, planning techniques, or in-flight decisions described here may be incorrect, incomplete, or unsafe. They are shared in the spirit of open learning—not as examples to follow.
If you’re a pilot or student pilot, you must conduct your own flight planning using current, original, and official sources such as:
• Valid aeronautical charts
• Current weather and NOTAM briefings
• The CASA Manual of Standards (MOS)
• The Aeronautical Information Publication (AIP)
• Guidance from a qualified flight instructor
Never rely on online videos, blogs, or third-party content as a substitute for proper training or planning.
The Weather
Flight Segments
Departure (YSCN)
We departed Camden on runway 06, climbing out and heading northwest to Nepean Bridge (NPBR), our first reporting point before entering controlled airspace.
Richmond CTA Transit
This was my first time transiting through Richmond’s controlled airspace. I contacted Richmond Tower at NPBR for clearance and received a squawk code. Initially, my transponder was not transmitting altitude, but we resolved the issue mid-air. The transit path required strict adherence to headings and altitude (1,500 ft). Reporting points included NPBR, GRRV, KRMD, and WSFR.
The terrain below was scenic—lush, green hills and a river provided excellent visual references.
Cruise Northbound
From WSFR, we climbed to about 3,000 ft, constrained by cloud base. The terrain was mountainous, so I maintained conservative altitudes to ensure gliding distance options in case of engine failure. Navigation was entirely visual using terrain and map landmarks.
Arrival at Cessnock (YCNK)
Cessnock was not controlled, so I overflew from the dead side at 2,000 ft and joined crosswind for runway 35. Winds were manageable, and the landing was stable, although I needed to refine speed control during the approach. We parked and took a 30-minute break.
Return via Warnervale
We departed YCNK and headed southeast toward Warnervale (YWVA), then south near the coast. While over Etalong and Gosford, I made position reports.
Mooney Mooney to Prospect
Navigating to Brooklyn Bridge (BBG), I entered the traffic lane south. I got momentarily confused and almost headed toward Patonga, but corrected the course. This segment was visually rich with beacons at Berowra and south of Jutland tanks helping orient me. I maintained approx. 2,400 ft due to airspace ceiling limits.
Prospect Reservoir was the next major waypoint and a traffic chokepoint. I remained highly vigilant for other aircraft.
Arrival at Camden (YSCN)
From Prospect, I flew to Brinjeli (BRY), made an inbound call to Camden Tower, and was cleared for visual approach. I held at 1,800 ft until cleared to join downwind for runway 06. The landing was better than the first; I managed speed and descent more effectively.
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Reflections and Learnings
This was my most complex flight to date. I:
I also experienced minor navigation disorientation and resolved it, which reinforced the importance of continuous positional awareness. The importance of ergonomic cockpit setup, minimal paper shuffling, and careful preparation stood out again.
Quick Reference
Item | Details |
Aircraft | Cessna 172S |
Departure | YSCN (Camden) – Class D |
Arrival/Overflown Aerodromes | YCNK (Cessnock, landed), YWVA (Warnervale, flew adjucent) |
Waypoints | NPBR, GRRV, KRMD, WSFR, BBG (Brooklyn), PSP (Prospect), BRY (Brinjeli) |
Route Highlights | - Richmond CTA transit (1st time) |
Notable Firsts | - First CTA transit with Richmond Tower |
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My original plan to Mudgee touched the edge of the Richmond controlled airspace.
Submitted flight plan.
Leaving the Richmond controlled airspace.
Detail, approach and landing at Cessnock.