Weather

Conditions on departure from Camden were excellent with mostly clear skies, light winds, and high visibility. There were broken clouds at around 5000-6000 feet near the mountain ranges that was easy to keep clear of. This made departure and navigation straightforward.

At Goulburn, winds favoured runway 04, and surface conditions were calm. Later, at Shellharbour, actual conditions differed from expectations. Based on the forecast winds, I had anticipated runway 26 or 34 to be active, but on arrival runway 08 was in use. This required an adjustment: repositioning to the dead side and re-joining downwind appropriately.

During the return leg, scattered cloud layers required minor heading and altitude management, though nothing that significantly impacted navigation. A brief gust on climb-out from Shellharbour after the touch-and-go provided a reminder of how quickly conditions can change.

Flight Segments

Departure (YSCN)

Takeoff was from Camden’s runway 06. After departure, I requested and received clearance to continue climbing above circuit altitude while exiting controlled airspace. I chose to depart overhead the aerodrome with a south-east heading. I climbed to 3,500 feet before tracking to Appin.

Cruise

The outbound leg to Goulburn was a strong navigation exercise. Landmarks such as Cataract Dam, the Appin Colliery, and Mittagong township confirmed track. On the return, I briefly lost visual contact with a smaller colliery that I had expected to be more prominent, but I used the Hume Highway and nearby towns to correct track.

Controlled Airspace / ATC

There were no direct tower clearances outside Camden, but I maintained situational awareness with Melbourne Centre frequency noted for the sector.

The more dynamic radio work occurred at Shellharbour, where traffic volume was higher. I monitored position reports carefully and interacted with other pilots to sequence properly in the circuit.

Arrival and Landings

At Goulburn, I entered from the north-west to gain visibility of the circuit, communicated with a helicopter performing survey work, and landed on runway 04. With no taxiways, I backtracked the runway to park.

At Shellharbour, unexpected runway use required a circuit re-entry from the dead side. I sequenced behind another aircraft in the pattern and completed a touch-and-go on runway 08. A gust on climb-out briefly displaced the aircraft.

At Camden, I returned via Menangle and was instructed to maintain 1,800 feet before joining downwind for runway 06. My first landing attempt was not stable, so I executed a go-around and completed a safe landing on the second attempt.

Special Interest Segments

This flight included several new experiences:

Reflections and Learnings

This was a demanding but rewarding flight. My navigation confidence continues to improve, with map reading and cross-checking against ground references feeling more natural. Ergonomics in the cockpit also improved, with charts folded neatly and the flight plan laid out for easy reference.

Radio work remains the biggest area for development. I found my cognitive capacity was heavily taken up by navigation and situational awareness, leaving less bandwidth to fully absorb and process radio calls. My instructor managed some communications, and I recognise the need to gradually build skill and confidence in this area. Future flights will focus on proactive listening and, when necessary, initiating contact with other pilots.

Overall, this flight marked progress in controlled navigation, circuit entry in varied environments, and the ability to adapt to changes such as runway direction or unexpected traffic.

Quick Reference