inas

It's certainly worthwhile getting familiar with the Sydney Basin Flying Guide. It shows you the main features to look out for when flying through the area. It is free with the Sydney VTC. Most of the information is online at ontrack OnTrack | Civil Aviation Safety Authority. The area frequencies are on the VTC, but essentially you're on Sydney Centre 125.8 coming down the lane until Dural tanks, and then Sydney Centre 124.55 for the rest. Aircraft into Bankstown will be at or approaching 1500ft at Prospect, so I'd think 2500ft is a good height to maintain. You will have departing traffic from Bankstown at that height, so you'll need to be alert, and traffic approaching Prospect from the training area. If you keep on a direct course in line with the lane of entry you'll actually fly straight over Camden. You used to be able to use the Camden NDB to fly down the lane until they removed it. Traffic at the VFR approach points to Camden will be at 1800. You can climb again before you reach Camden, there may be aircraft departing on climb. Keep Camden on your left. You can monitor Camden tower on 120.1. It would be unusual to make a radio call on tower frequency if overflying Camden. Just what I'd do. I'm a relatively new PPL, but I've done most of my 100 hours around Bankstown/Camden and up and down the lane.

Looks like VH-TAK in the photos. Bit blurry. Could be wrong.

So my ask ATC question! About Holsworthy and R555. In the ERSA for Holsworthy it says that the upper level for military traffic in R555 is 2000ft. The class C there comes down to 2500ft. The ERSA says that clearance may be available to transit R555 above 2000ft from Sydney Centre. All the Sydney Basin flying guides say to remain clear of R555, and give guidance to do so. But departing Bankstown to the south, you could really cut the corner if you could transit R555 at 2500. But you'd have to get the clearance pretty soon after take-off to make it worthwhile. So, does anyone ever heard this done? What form would the clearance request take? The area has RA3 status, so you can't file a plan through it, and Bankstown likely won't give you a clearance. Is this possible, or should I perish the thought?

All good, helpful advice. Thanks. Following much of it, successful flight into Cessnock today. Used one of the many spare tie-downs, and the gate was just open. Not a secure AD, though, so I imagine this isn't necessarily going to be the general case. I was going to check that I hadn't taken anyone's spot if there was someone around at the airport, but I didn't see another person anywhere. And there was no note on my windscreen when I got back! Getting ready for the next step up!

After getting my PPL, I've done my first few flights with passengers around the airport, I'm now ready to park the plane a little further afield. Just for a day-trip. I'm planning Cessnock and Bathurst as my first two day-trip destinations, because they are familiar routes, that I've already done solo, but I've never left the plane at a remote destination before. So, what's the best advice with parking at regional, uncontrolled airports? If there are tie downs around are they always for public use? Do you ever need to seek permission in advance for a public airport? At Bathurst, as long as I avoid the asphalt area where the Rex plane parks, will I be okay? Just use common sense and find another light aircraft and park next to it? Since Bathurst is a security AD, will I need a code to get back into the airport after leaving? Will that be apparent, or do I need to contact any one in advance. Any other tips to get me through these first couple of cross-county trips?

New PPL. First post. Given the spectacular blue day in Sydney on Sunday, I decided that I would take take the kids on a harbour scenic. Weather clear, harbour spectacular with all the water traffic out on a sunny Sunday. All went well, no problem with clearance, with landings on 34 and takeoffs on 25 out of YSSY. On the way back from from Long Reef to Hornsby at 2500, just north of the 700ft step, there is a A380 on descent into Sydney. No more than 1000ft above my height and descending. I start mentally looking up everything I knew about wake turbulence. Take-off before take-off point - no use. Land after landing point - no use. Stay above flight path - not an option. Five minute delay - well possibly. In the end just decide to descend to 2000, turn a little to the right, and be ready for anything. Reading on the ground seems to suggest that 1000ft of vertical clearance should be just fine. Store that info for next time.