Flight lesson #17 AERODROME CIRCUIT AIMS AND OBJECTIVES: To adapt the flight path around the aerodrome in accordance with weather conditions, traffic.

Flight lesson #17Flight lesson #17

AERODROME CIRCUIT AERODROME CIRCUIT

AIMS AND OBJECTIVES:

• To adapt the flight path around the aerodrome in accordance with weather conditions, traffic and environment.

• To join the final approach flight path.

© Arnaud MARNAT 2005

FEEDBACK:

• What is the sequence of actions of an approach at 1.3Vs? Of a go around procedure?

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RECAP:

• Aim of aerodrome circuit

• Aerodrome circuit geometry.

Aim of aerodrome circuitAim of aerodrome circuit

• The 3°/ 5% slope is a height/distance ratio. It represents 300 ft loss for each travelled nautical mile.

• Thus it is easy to figure the overflying height above given landmarks along the final approach course for which the distance from the aiming point is known. To be established on a 5% glide path, the aircraft must be established on final at h=500ft and 1,6NM (3 km) away from the aiming point.

5OO 5OO ftft

1,7 1,7 NMNM

5%5%3°3°

• The visualisation of the outbound leg can be confirmed by a outbound time calculated from the groundspeed

At 75kt T=80 sec At 75kt T=80 sec ±± wind (kt) wind (kt)

• To allow the pilot to intercept runway axis and 5% glide path.

• For a standard runway (1000m), imagine three times the runway and materialize a ground spot at 3 km away from the threshold abeam which the aircraft will have to turn to intercept the final approach track.

Back

Geometry of the different circuitsGeometry of the different circuits

Back

It is the circuit basically designed in the regulation. It is implicitly expected to be carried out left hand at 1000 ft above the aerodrome elevation, unless otherwise specified.

Radio call (if necessary) Approach

check-listApproach -

levelBeginning downwind

Turning downwind

Holding level

Beginning croswind

Initial turn to crosswind leg

Take-off startBeginning final approach

Turning final

Radio call (if necessary)

Approach descent

Beginning base

Turning baseleg

Beginning of outbound leg

It is a calibrated circuit carried out at a height 1000 ft above the aerodrome elevation, with 180° standard rate 1 turn (Φ=15%xIAS) to used at night and as a refresher.


Approach check-list

Approach - level

Beginning downwind

Holding level

Initial turn to downwind leg

Take-off startBeginning final

approach


rate of descent and rate of turn

Adjustments

Descent and turning final approach

Beginning of outbound leg

45°

Type of circuit to be used in case of low ceiling, poor visibility, minor failure after take-off requiring a quick turnaround and a volontary flight abortion.


Approach check-list

Approach - level

Beginning downwind

Holding level

Initial turn to downwind leg

Take-off startBeginning final

approach


Rate of descent and rate of turn

Adjustments

Descent and turning final approach

Landing briefingLanding briefing

LANDING BRIEFING:• Aiming point

• Calculated Vref

• Configuration (flaps)

LANDING BRIEFING :

• Aiming point is the touch down zone marking

• Vref=70kt

• Configuration flaps LDG

LANDING BRIEFING :

• Aiming point is the touch down zone marking

• Vref=70kt

• Configuration flaps LDG

• The landing briefing is carried out during downwind outbound leg.

• It aims at remind the different landing datas.

Retour

FLIGHT LESSON PLAN :

1. Rectangular circuit

2. Standard circuit

3. Low altitude circuit

1- Rectangular circuit

Airspeed below Airspeed below 108 kt, flaps to 108 kt, flaps to

T/OT/O


T/OT/O

θ= +0° P= 50% IAS= 75 kt VS= 0 ft/min

θ= +2° P= 45% IAS= 80 kt VS= 0 ft/min

APPROACH CHECK LIST

AFTER TAKE OFF CHECK LIST

Airspeed above 63 Airspeed above 63 kt, flaps to UPkt, flaps to UP

Airspeed above 63 Airspeed above 63 kt, flaps to UPkt, flaps to UP

IAS= 60kt Rotation

θ= +8° P= 100% IAS= 75 kt VS= +

θ= +6° P= 90% IAS= 80kt VS= +

RADIO CALLLANDING BRIEFING

θ= -3° P= 30% IAS= 75 kt VS= -400ft/min

Airspeed below 91 kt, Airspeed below 91 kt, flaps to LDGflaps to LDG


ΦΦ=30°=30°

ΦΦ=30°=30°

RADIO CALL

BEFORE LANDING CHECK LIST

θ= -3° P= 35% IAS= 65kt VS= -400ft/min

RADIO CALL

ΦΦ=30°=30°

ΦΦ=20°=20°

3 km T=80sec ± wind(kt)

60°

2,5 km

H=1000ft or specified height

300ft

500ft

300ft STABILISATION FLOOR

500ft

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To acquire the visualisation of a track parallel to the runway.

To sharpen judgement and decision to descent in order to intercept final approach path and track by adjusting the final turn.

To improve judgement and decision to descent in order to intercept final approach path and track by adjusting the final turn.

To acquire the capacity to anticipate and correct for wind on the coming flight segment.

AdvancedBasic

Objectives

DOWNWIND LEG

Climbing turn.

Level off during crosswind leg .

AdvancedBasic

Objectives

The initial 90° turn, performed after take-off, allows to go away perpendicularly from the runway .

The second 90° turn aims at positionning the flight track parallel to the runway

Carryinf out

Wind

To hold accurately flight parameters (bank, airspeed…).

Take the wind effects into account by anticipating the coming flight segments..

Both turns are carried out at 30° bank.

During initial training, the first turn can be performed at 1000 ft to arrange a longer downwind leg .

Acording to wind strength and direction, drift correction will be applied the crosswind leg.

If no drift correction is applied, the ground course must be moved from the nominal path. The pilot must then join the downwind entry ground spot.

OUTBOUND LEG

To hold heading in level flight with reference to outside landmarks.Visualisation of the angle under which the runway must be seen at the end of downwindLevel off during crosswind leg .To acquire landmarks and glance.

AdvancedBasic

Ob

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ives

To go away a far enough to allow correct positionning on base. Outbound leg begins when passing abeam touch down zone.

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check

Take the wind effects into account to ensure the quality of the coming interception.Use every informations available (stopwatch, outside landmarks) to sharpen the flight path understanding.

Stopwatch is a helpful reference to crosscheck outbound time. The outbound duration is 80 sec in a no wind condition. This must be corrected for wind effect by substracting tailwind:

Using the stopwatch is a good educational tool calibrate the initial downwind value.

The wind effect is corrected with the drift value to ensure the downwind leg is parallel to the runway axis.

The outbound check is done in priority by visual means (landmarks) and keeping the runway in sight .A the nominal distance, the runway should be seen under an angle of 30° backward

Using the stopwatch can turn out to be a usefull mean to crosscheck for outbound position when flight conditions deteriorate: poor visibilty, night time…

Using the stopwatch is a good tool crosscheck downwind duration to guaranty a correct positionning on base.

DOWNWIND

To visualise of the appropriate distance using landmarks and to hold heading.To maintain alttitude and to keep the speed.To change configuration in level flight.

AdvancedBasic

Ob

ject

ives

To performed a segment parallel to the runway with an optimum distance intended to ensure a correct positionning of the outbound leg and base leg.

win

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To hold strictly the targeted flight parameters.To sharpen undrestanding of parameters related to wind and to integrate them in the management of the coming flight tracks.

The wind effect is corrected with the drift value evaluated during initial climb, to ensure the downwind leg is parallel to the runway axis.

The visual check of the parallel course allows to validate the drift correction angle.

Flaps and gears extension is done during this phase so as to keep a constant speed all along the outbound leg.

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BASE LEG

To visualise aproach axis and glide path.Training to analyse and decision making during final turn.

AdvancedBasic

Ob

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ives

To ensure descent in approach configuration

To visualise the beginning of final turn to ensure correct axis and glide path intercept .

Win

d

Improvement of analysis and decision making.Stabilisation of flight path must be acquired as soon as possible for an efficient detection of the slightest gap.

Set the aircraft in descent in approach configuration in base leg.

Ensure visual contact with the runway to determine the moment the descending final turn should start to intercept final taxis and glide path (anticipation).

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The effect of wind is corrected by the value of drift to ensure that base leg is perpendicular to the runway axis.

The final turn is should be anticipated in case of tailwind in base or retarded in case of headwind.

FINAL APPROACH

To visualise aproach axis and glide path.Training to analyse and decision making.Familiarisation to the transfer of energy for the control of glide slope.

AdvancedBasic

Ob

ject

ives

To ensure the final approach segment stabilised at 300 ft (speed, configuration, axis and glide slope, check-list) and at last at 100 ft to guaranty landing at the desired touch down zone and aircraft deceleration within the runway limits.


Improvement of analysis and decision making.Stabilisation must be acquired as soon as possible for an efficient detection of the slightest gap.

Stabilise the elements of the flight path (axis and glide path) and the configuration (gear, flaps, airspeed) at the latest at 300ft.

A go-around must be engaged at the latest at 100ft if one of the stabilisation criteria is not acquired.

Carr

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FINAL APPROACH

AdvancedBasic

A possible drift correction angle is applied to the effect of crosswind take into account.

The airspeed, increased possibly by Kve, allows to take the effective wind into account.

Win

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check

When no glide path visual or instrument aid is available, confirm actual glide slope by adjusting the rate of descent in accordance with the targeted glide path and ground speed.

The pilot visual scanning in this phase should emphasize approach axis and glide path, airspeed indicator and rate of descent.

Corrections on the approach axis are done with coordinated turns. Nonetheless, take care of anticipating the neutralisation of these corrections and have them adapted to the value of the gap detected.

2- Standard circuit

60°

1,5 km

H=1000ft or specified height

300ft

500ft

300ftSTABILISATION FLOOR500ft

ΦΦ=rate 1=rate 1

3 km T=80sec ± wind(kt)


T/OT/O


T/OT/O θ= +0° P= 50% IAS= 75 kt VS= 0 ft/min

θ= +2° P= 45% IAS= 80 kt VS= 0 ft/min

APPROACH CHECK LIST

AFTER TAKE OFFCHECK LIST

Airsped above 63 Airsped above 63 kt, flaps to UPkt, flaps to UP

Airsped above 63 Airsped above 63 kt, flaps to UPkt, flaps to UP

IAS= 60kt Rotation

θ= +8° P= 100% IAS= 75 kt VS= +

θ= +6° P= 90% IAS= 80kt VS= +

RADIO CALL

LANDING BRIEFING

θ= -3° P= 30% IAS= 75 kt VS= -500ft/min

Airspeed below 91 kt, Airspeed below 91 kt, Flaps to LDGFlaps to LDG

Airspeed below 91 kt, Airspeed below 91 kt, Flaps to LDGFlaps to LDG

ΦΦ=rate 1=rate 1

RADIO CALL

BEFORE LANDING CHECK LIST θ= -3°

P= 35% IAS= 65kt VS= -400ft/min

RADIO CALL

Skip

To acquire the visualisation of the standard rate 1 turn radius.

To sharpen judgement and decision to descent in order to intercept final approach path and track by adjusting the final turn.

To improve judgement and decision to descent in order to intercept final approach path and track by adjusting the final turn.

To acquire the capacity to anticipate and correct for wind on the coming flight segment.

AdvancedBasic

Objectives

INITIAL TURN

To start climbing turn.

To level off during turn.

During initial training, turn can be preformed leveled-off at 1000ft to allow an extended downwind leg.To hold strictly the targeted flight parameters.

AdvancedBasicO

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The initial turn after take-off allows to join the ground spot materialising downwind entry. The lateral distance from the runway should represent, in a no wind condition, the diameter of rate one turn.

Win

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check

In the end of turn, target the downwind entry ground spot adjusting bank.

According to the wind strength and direction, several methods can be considered to correct for drift on the initial turn:

Increase or decrease bank by half the drift.Perform a straight leg perpendicular to the runway which duration is equal to drift.

If no wind correction is applied, the ground course should be offset from the nominal one and the downwind entry ground spot must then be joined.

Holding accurately flight parameters (bank, airspeed…)To take the wind effect into account by anticipating theflight segments.

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This initial turn is done using standard rate one turn.

DOWNWIND


AdvancedBasic

Ob

ject

ives

To performed a segment parallel to the runway with an optimum distance intended to ensure a correct positionning of the outbound leg and base leg.

win

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Flaps and gears extension is done during this phase so as to keep a constant speed all along the outbound leg.Calculate elementes for final approach (Kve, IAS, Grond speed, VS)

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OUTBOUND LEG


AdvancedBasic

Ob

ject

ives


win

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check



Using the stopwatch is a good educational tool calibrate the initial downwind value.

The wind effect is corrected with the drift value to ensure the downwind leg is parallel to the runway axis. To avoid changing bank during final turn, the pilot may doble the drift on the oubound.



Using the stopwatch is a good tool crosscheck downwind duration to guaranty a correct positionning on base.

FINAL APPROACH

To visualise aproach axis and glide path.Training to analyse and decision making.Familiarisation to the transfer of energy for the control of glide slope.

AdvancedBasic

Ob

ject

ives

To ensure the final approach segment stabilised at 300 ft (speed, configuration, axis and glide slope, check-list) and at last at 100 ft to guaranty landing at the desired touch down zone and aircraft deceleration within the runway limits.


Improvement of analysis and decision making.Stabilisation must be acquired as soon as possible for an efficient detection of the slightest gap.

Stabilise the elements of the flight path (axis and glide path) and the configuration (gear, flaps, airspeed) at the latest at 300ft.

A go-around must be engaged at the latest at 100ft if one of the stabilisation criteria is not acquired.

Carr

yin

g o

ut

FINAL APPROACH

AdvancedBasic

A possible drift correction angle is applied to the effect of crosswind take into account.

The airspeed, increased possibly by Kve, allows to take the effective wind into account.

Win

dC

ross

check



Corrections on the approach axis are done with coordinated turns. Nonetheless, take care of anticipating the neutralisation of these corrections and have them adapted to the value of the gap detected.

FINAL TURN

AdvancedBasic

Ob

ject

ives

Using a controlled turn from downwind, target axis and glide path..

Win

d

As decision is made, according to the evaluation of the position compared with the desired touch down zone, pre-set flight path parameters:

Set the aircraft in descent by pitching down and reducing power.Once aircraft is tabilised in descent, start turning at roate one.

As soon as possible aim at establishing visual contact on he runway to intercept the final approach glide path.

Reaching the first half of the turn, ajust bank and rate of descent in accordance with the intercept of targeted axis and glide path.

Carr

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Calculate corrections on pre-settings to be applied on final using the relation:

10% 7kt 100ft /min

This corresponds to an overall correction of 10kt for each 15kt headwind component.

3- Low altitude circuit

θ= +0° P= 50% IAS= 75 kt VS= 0 ft/min

APPROACH CHECK LIST

IAS= 60kt Rotation

θ= +8° P= 100% IAS= 75 kt VS= +

MESSAGE RADIO

LANDING BRIEFING

θ= -3° P= 30% IAS= 75 kt VS= -400ft/min



ΦΦ=30 to 45°=30 to 45°

RADIO CALL

BEFORE LANDING CHECK LIST

θ= -3° P= 35% IAS= 65kt VS= -400ft/min

RADIO CALL

T=6 sec x h/100

45°

h between 300ft & 500ft

100ft

100ftSTABILISATION FLOOR

ΦΦ=20°=20°

Passer

To hold strictly the targeted flight parameters.

To improve the parameters relative to manoeuver anticipation and coordination.

To improve the quick action sequencing.

To prepare the apprenticeship to circling manoeuvers.

AdvancedBasic

Objectives

To develop flying skills, decision making, and speed.

Master of flight path when closed to the ground.

Apprenticeship of quick and tight manoeuvers in case of weather deterioration or minor failure after take-off.

Manoeuvers anticipation and coordination.

Flaps and gears extension is done during this phase so as to keep a constant speed all along the outbound leg.Calculate elementes for final approach (Kve, IAS, Grond speed, VS)

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= 45 sec

DOWNWIND


AdvancedBasicO

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To performed a segment parallel to the runway to ensure a correct positionning of the outbound leg and final leg.




OUTBOUND LEG


AdvancedBasic

Ob

ject

ives


win

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check



The wind effect is corrected with the drift value to ensure the downwind leg is parallel to the runway axis. To avoid changing bank during final turn, the pilot may doble the drift on the oubound.



T= 6 sec x h/100 ± Wind

FINAL TURN

AdvancedBasic

Ob

ject

ives

To come and intercept runway axis and glide path after sufficient outbound.

Win

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check

Bank wiil be choosen between 30° and 45° at the beginning of turn to be decreasing al along the rest of the turn in accordance with the interception of runway axis and glide path.

Letting down is performed according to the height on downwind (at the beginning of final turn for a downwind at 600 ft and at the end o the final turn for a downwind at 300ft).

If letting is performed during turn, power must be adjusted to maintain the airspeed for approach manoeuvers (1,45Vs).

Upon axis intercept, reduce power and extend flaps to have the aircraft decelerated to the final approach speed).

To take wind effect into account to provide the quality of the future interception.To take all of the outside informations (landmarks) into account to sharpen corrections on pitch and bank.

Carr

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Stabilized turn.Adjusting bank according to observed outside landmarks.To visualise axis and glide path intercept.

A visual crosscheck is done by establishing visual contact with the runway and touch down zone to make all the necessary corrections.

The wind effect is corrected by applying the value of drift angle to provide final approach track on the extended runway centerline.

FINAL TURN

AdvancedBasic

Ob

ject

ives

To provide a stabilised flight segment (airspeed, configration, axis and glide path, check-list) at the latest at 100ft to guaranty a landing on the intended touch down zone and aircraft deceleleration within the runway limits.

Win

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check

To have fllight parameters (axis and glide path) and configuration (airspeed, flaps and gear) stabilised at the latest at 100ft. Approach must be aborted and go around must be initiated at the latest at 100ft if one of these flight parameters is not acquired.

To improve the velocity in analysis and decision making process.Stabilisation must beaquired as soon as possible by a quick and reliable detection of the slightest gap.

Cca

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To visualise axis and glide path under different angles.Training to quick analyse and decisions.Familiarization to the transfer of energy for the glide path control.

The wind effect is to be corrected by the value of the drift angle to provide a final approach track on the runway centerline.



Corrections on the approach axis are done with coordinated turns. Nonetheless, take care of anticipating the neutralisation of these corrections and have them adapted to the value of the gap detected..

FLIGHT PROGRESS:

• Duration: flight = 60min (Session can be divided into 2 or 3 flights , eg one for each type of circuit).

• Student takes care of the entire flight.• Flight session in accordance with the briefing

(demonstration-guidance-exercises). Check-lists and briefing done by FI (then progressively transfered to the student alng the next training sessions).

Homework

QUESTIONS ?

Homework

• Joining techniques

• Circuit: general review

• Load factor

• Stall

Have a good flight

Thank you for y

our

attentio

n !

Have a good flight

Thank you for y

our

attentio

n !

Flight lesson #17 AERODROME CIRCUIT AIMS AND OBJECTIVES: To adapt the flight path around the aerodrome in accordance with weather conditions, traffic.

Documents

final approach slide

final approach radio

necessary approach descent

final approach course

final approach track

final approach flight

final radio

downwind outbound leg