RMIT Flight Training Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 1 Brief 9
CIRCUITS
Aim: To safely take-off, fly a complete circuit and land correctly, understanding all
factors involved.
Application:
Practise take-off and landing techniques
Practise circuit procedures
Revision: Circuits are a combination of everything learnt so far!
Climbing PAST
Climbing Turns BBB
S&L ASPT – ALAP
Medium Level Turns BBB
Descending PAST
Descending Turns BBB
Stalling symptoms
Definitions:
Circuit
- a rectangular pattern flown around the runway in use. The standard
circuit is in a left-hand direction with all turns made to the left.
Take-Off Distance
- the distance from the start of the take-off run to the point where the
aircraft reaches 50ft AGL.
Landing Distance
- the distance from 50ft above the runway landing threshold to where the
aircraft comes to a complete stop.
Go-Around
- where the aircraft conducts a “baulked approach” and executes a climb to
rejoin the circuit prior to touching down.
Maximum Take-Off Weight
- maximum permissible weight according to the POH, at which the aircraft
may take-off.
C172 MTOW = 1111kg
Maximum Landing Weight
- maximum permissible weight at which an aircraft may land
C172 MLW = 1111kg
RMIT Flight Training Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 2 Brief 9
Principles:
STANDARD CIRCUIT PATTERN – C-172/DAY
Turn radius
at 75 Knots
0.4 nm.
Medium
Level Turn
radius at
110 Knots
0.3 nm.
Turn radius
at 75 Knots
0.4 nm
Medium level
Turn radius
at 110 Knots
0.3 nm
0.8 nm to configure with flap and
descend from 1000’ to 700’.
0.8 nm to climb from 700’ to 1000’
and level off with A.S.P.T.
1.0 nm final
gives a 5°
approach
profile.
Commence
final turn
1nm past
landing
threshold.
(2 chords
lengths)
45 seconds past upwind threshold
at 110 knots = 1.4 nm
1.5 nautical mile downwind leg.
15 knots all headwind.
500 feet at 1nm.
RMIT Flight Training Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 3 Brief 9
Considerations:
Wind
Take-Off into wind provides:
shortest ground run
lowest ground speed
best directional control
best obstacle clearance
Landing into wind provides:
shortest ground run
lowest ground speed
steeper approach
Flap
Take-off with flap provides:
L at slower speed
slower rotate speed
shorter ground run
better obstacle clearance
used primarily for STOL
Landing with flap provides:
L at slower speed
reduced VS
D
AoD
better forward visibility
Weight
- Wt, acceleration. Therefore aircraft must be faster to produce same
amount of L. Thus increases TOR.
Surface
- The rougher the surface, the more friction present. This increases
deceleration and decreases acceleration. Thus LDR decreases and TOR
increases respectively.
Temperature
- temp, density, decreasing engine output. Thus decreasing take-off
performance.
FLYING THE APPROACH
When learning to fly, probably the most difficult concept to develop is the one of flying
the approach to land.
An understanding of what is NOT correct and why it is so difficult to remedy can help
the student appreciate the importance of learning to fly the aircraft into the approach
slot. By this we mean the ON PROFILE / ON SPEED FINAL.
The hardest situation to correct in this case is when the aircraft begins the final
approach in the wrong configuration, off the approach path angle and at a speed that
differs from the correct approach speed.
BELOW PROFILE ON PROFILE ABOVE PROFILE
RMIT Flight Training Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 4 Brief 9
OFF – PROFILE / OFF SPEED FINAL
A poorly judged final with an off speed situation as well as off profile, will require
the pilot to adjust both attitude and power. In the two situations below an attitude
adjustment for the airspeed will cause further deviation from the flight path and
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