The Best Kind of Flying

Flight Debrief, Cessna 172RG VH-JVG, 3.8h, Moorabbin - Lakes Entrance - Moorabbin (2 x Full Stop)

This was a fun flight, and on the last day of the year. It had been nearly a year since Dad and I went flying together, and our mid-year Lake Eyre flyaway was postponed due to lockdowns and border closures. So, we were keen to go somewhere in VH-JVG 'TicTac' when there was good weather, aircraft availability, and we were free.

Last time we flew west along the coast to Warrnambool, and rather than head inland I thought it would be nice to fly east along the coast. I wanted to land somewhere where we could get out and have a decent cup of coffee (rather than instant). Options that weren't too far east included Orbost, Bairnsdale, and Yarram. But none of these seemed particularly suitable for a full stop in the midday sun besides allowing a leg stretch. Looking closer at the uncertified aerodromes gave a few more options, with Lakes Entrance (YLKE) being the best option given The Barn cafe was only 200 metres away.

Debrief Summary

• Startup. Engine required overpriming in order to start. Need to raise this with owner / investigate further.
• Checks. By reference, in sequence, without omission, and probably a bit slower as my ground-based checks felt a bit rushed and disorganised. Print out a dedicated and laminated checklist for JVG C172RGII as there is no longer one in the aircraft, and my kneeboard one is a little difficult to reference.
• Turn and Slip Indicator. Turn indicator wasn't working (slip was working), so had to use the turn indicator on the digital artificial horizon in order to meet the minimum required equipment for day VFR. Have raised this with owner.

Outbound (YMMB-YLKE)

A straightforward preparation and departure except for engine startup. First crank, no ignition. Re-primed and again, no ignition. Let starter motor cool and consulted the amplified checklist which suggested additional priming. Four priming pumps in total (usually only requires two) and the engine ignited. This happened on each startup (four in total due to refuelling shutdowns). It was getting hot by the time we took off about 09:45 local, already 31 degrees.

There was very little traffic throughout the trip, the most we saw was at 35L's holding point with two aircraft coming in to land. Takeoff and departure was fine, and I continued climbing on downwind, learning from my last flight, until OCTA.

Our nav route was largely visual, being a CAVOK day and being reasonably familiar with the route: point toward Phillip Island, then Sandy Point, then Wilsons Prom, round the lighthouse and follow Ninety Mile Beach to Loch Sport for a descent to Lakes Entrance. The view was marvellous - starting with Phillip Island and we went slightly off course so that Dad could see the MotoGP circuit better. Sandy Point was crystal clear, and flying around the Prom seeing the lighthouse and azure beaches among the bush was fantastic.

The wind was from the northwest, which gave us 150 knots groundspeed to Wilsons Prom. Behind Wilsons Prom's mountains there was noticeable mountain wave turbulence, which I haven't felt before. Wilsons Prom also gives very few options for a forced landing given the terrain, so keeping an eye on temperatures and pressures was on my mind, and considering where and how to glide, land, or ditch if required.

Tracking along Ninety Mile Beach was pretty much as per the name of the beach: straight flying with the beach to my left, counting down the miles to Loch Sport. It also helped a lot, both on outbound and return, that East Sale's Restricted Airspace was deactivated allowing much easier transits.

Lakes Entrance (YLKE)

I knew Lakes Entrance would be tricky to spot, being a grass airstrip nestled among grass paddocks and small forests. This is where an Electronic Flight Bag really comes in handy - giving an accurate position, distance, and direction to the airfield. I spotted it a few miles out, using Fraser Island's eastern point as a reference to try to find it. The airstrip was also the only flat(tish) grass around.

I expected that the approach and landing was going to be tricky. For one, it was a grass strip on an uncertified aerodrome. Second, it was quite short at 780 metres, compared to Tooradin's 950 metres for similar reference.

I called YLKE the day prior and they advised that it was fine to land at. But, I wasn't sure of the surface conditions so I prepared to do an initial overfly and then a precautionary landing area overfly to better check the surface conditions. Once I spotted the aerodrome, I overflew at 1,800 feet to then descend and join crosswind/downwind. Sorted out my spacing on crosswind turning onto downwind, and completed pre-landing checks early. Then I was focused on slowing down for a short field landing and giving myself time on final to stabilise my approach. I was prepared to overfly the runway for a visual inspection, but didn't believe it was necessary unless I saw conditions on final that warranted it (E.g. surface, grass, animals, etc.).

I turned base a little early and wasn't happy that I'd given myself enough space, so flew an oblique base - messy but effective. I was happy with my height, speed, and flaps on base so turned onto final, focused on the threshold, and put full flaps out early. Now I was focused on getting my speed as low and close as possible to 63 knots, with low power. I was very happy to be on speed and aspect, noticing a few wind/thermal bumps as I crossed the gully just before the threshold and needing to apply some power to ensure a constant descent rate and sufficient speed. Idled just before the threshold and dropped smoothly onto the grass with a very slight bounce, then settled, braked and retracted flaps with plenty of runway to spare. This landing was one of my most enjoyable that I've performed in that it offered a few challenges (I.e. finding the aerodrome, evaluating its suitability, and conducting a short field approach and landing), as well as my satisfaction at having flown it well. I know how ridiculous this sounds, but I would liken the approach to landing on an aircraft carrier in trying to nail my landing zone, speed, approach, and the feeling that the runway was an elevated patch among a hostile environment (I.e. gully before, trees either side).

We taxied along the runway to a grass parking bay where a Victoria Helicopters pilot directed us to park. Soft grass and uphill made the last part difficult to taxi without a lot of power, so shut down and parked the aircraft. Once locked up, we walked to the exit where the $10 landing fee honesty box was! Paid our landing fee, which is a bargain compared to the nearby Great Lakes Airport (YGRL) only a few miles away. $60 per aircraft, albeit the runway is sealed.

However, what YGRL does not have is The Barn Cafe within walking distance. Great coffee, friendly service, and a superb menu. Dad ordered the bánh mì and I had water and chips. The owner came over and double checked that I ordered sparkling water and not sparkling wine (she knew we had just flown in). I also charged my iPad up, and was impressed at its performance so far in the heat.

Return (YLKE-YMMB)

YLKE prefer landings on runway 26 and takeoffs on runway 08. This was fine for landing with the westerly wind, but even though it was light I wasn't comfortable taking off downhill with a tailwind. I spoke to a pilot at Victoria Helicopters (who own the aerodrome) who explained the preferred runways are for noise abatement, but that taking off uphill on 26 was fine for us to do. Pulling JVG out of the grass manually and turning her around for the taxi was challenging, but fortunately a pilot ran over to help.

Backtracked along 08, lined up on 26 and conducted a short field takeoff. Weight and balance wasn't an issue and my calculated takeoff distance was conservatively less than 500m to clear a 50 foot obstacle.

Takeoff was fine except for silence on CTAF and we had to wait for a helicopter to clear my takeoff direction, and then it was an easy departure and climb to 4,500 feet and tracking west to Carrum VFR Reporting Point. Some thermal turbulence enroute, we enjoyed the aerial views of the power stations and coal open pits near Yallourn, and then a straightforward westerly flight to the training area with plenty of time to run through forced landing scenarios for mental practice.

On descent near Cranbourne, just before Carrum, the iPad overheated again - with the temperature at Moorabbin being 38 degrees. No biggie, though, as it wasn't needed any more except as a helpful guide to track for runway 35L (rather than 31). Luana did give me an iPad kneeboard cooling device for Christmas, but I'm trying to decide how to configure my kneeboard with it, or whether to swap it for a Garmin D2 Air. Thoughts, anyone?

Approach was OK, a little bumpy and I dropped 200 feet a little early on final which I needed to regain before commencing final approach. Very sweaty on approach due the heat, a slight bounce on landing - then taxied in, refuelled, shut down, and put TicTac to bed with Dad's help.

The final debrief point was that we should let our loved ones know as soon as we're safely off the runway and taxiing back that we're home safe. I refuelled and packed away TicTac before texting Luana, and she was worried as we were past our scheduled time back.

We then had a formal debrief and beer shortly after! One of the best feedback points I received from Dad was that he felt I was much more relaxed and confident during this flight than on our previous one a year ago. I certainly felt it too, and put it down to being more proficient and comfortable in the air, around Moorabbin, and piloting the same aircraft. Although I was a little nervous pre-flight, I expect that now and take it as a sign that I'm cautious and safe, and the nerves disappear once underway with checks and procedures.

Next Flight

My goals for 2022 are:

1. To complete my Instrument Rating Exam and flight test.
2. To fly the requisite command hours to sit my Commercial Pilots Licence flight test.
3. To enjoy a flyaway trip to Lake Eyre, as well as some other day or weekend trips.

But the next flight will be a city orbit with my mum :).