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setting provides additional lift at low speeds by changing the aerofoil shape
and/or the wing area.
A flap setting greater than the optimum should not be used as the added drag
may have a detrimental effect. The use of flap is particularly applicable to the
short field take off.
Circuits
APPROACH:
Considerations
Approach into wind provides:
 Steeper angle of descent thus giving best obstacle clearance and improving
the view of the landing path.
 No tendency to drift.
 Lowest ground speed, therefore shortest runs during subsequent landing.
 Best directional control during the landing.
Wind gradient in an aircraft approaching to land can cause a reduction in I.A.S.
This in turn may cause rapid sink followed by a heavy landing. If strong wind
gradient is expected a higher than normal speed and extra power should be used.
Use of flaps during an approach will give:
 Steeper angle of descent for a given speed.
 Nose down attitude therefore better forward vision.
 Lower stall speed, permitting approach at a lower airspeed without reducing
the safety margin.
The amount of flap will depend on the type of aircraft and the wind conditions
prevailing. Normally the stronger the wind, less flap is required!
Flap is applied as required during the approach, however flap application should
be complete and the aircraft trimmed by 500 feet A.G.L.
Circuits
Powered Approach
This type of approach is used normally to make an approach to land.
 Set the aimpoint in the windscreen in a position that will give correct approach
path (approx 4 fingers above glareshield).
 The approach speed is controlled with the use of throttle, and the rate of
descent is controlled with the elevator. Both of these controls will give you the
correct performance for the approach path.
 Use of power reduces the stalling speed and thus a lower approach speed
can be used.
LANDING:
Considerations
Landing into Wind:
Similar considerations apply during landing as have already been outlined for
take-off.
In normal conditions landings are made at the lowest possible speed which is
close to the stalling speed.
Circuits
Factors conducive to good landings:
 On slope approach without excessive over/undershoot.
 Aircraft trimmed correctly.
 Pilot relaxed and looking well ahead
 A well judged round out.
 “Holding off” remember as the aircraft decelerates the controls become less
effective, therefore progressively larger control movements will be necessary.
 During landing sequence never move the control column forward!
 At the point of touchdown, hold control column still until nose wheel touches
the ground.
 If hold-off is too high use power for correction.
 If in doubt adopt baulked approach procedures and go around.
 Maintain attention throughout landing ground run, taxi, parking and shutdown.
Circuits
The Sequence of the Circuit...
 Line up on centre line, apply full power smoothly, and keep straight with rudder.
 50 kts weight off nose.
 55 kts rotate and set climb attitude and allow aircraft to accelerate to flying speed
(65kts).
 Climb out at 79 kts (Best Rate of Climb).
 At 500' AGL, lookout and turn onto x-wind. (Climbing turn... 15 AoB).
 At 1000' AGL level off (ASPT), lookout and turn downwind.
 Abeam upwind end of runway give downwind call, remembering AVIATENAVIGATE-
COMMUNICATE!
 Flying downwind, action pre landing checks, BOUMFAH.
 Approximately 1600 metres past the landing threshold (1.5 x runway length @ MB),
turn onto base and allow for drift.
 Established base: Reduce power to 1500 rpm and hold height to allow speed to
decrease below 110... “Speed Check” apply first stage flap, and then “Speed
Check” (below 85 knots - white arc) apply the second stage. Trim the aircraft for 75
kts.
 Mid base check height - 800 feet.
 Intercepting the centre line, turn onto final. Check height turning final - 500 to 600
feet.
 Apply full flap.
 Reduce speed to and maintain 65 knots down final approach.
 Mid final, check height - 300 feet.
Circuits
APPROACH AND LANDING
TOO LOW
NORMAL
TOO HIGH
Circuits
ENGINE FAILURE AFTER TAKE-OFF
OBJECTIVE:
To be able to carry out a forced landing in the event of an engine failure after
take-off.
AIRMANSHIP:
　
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