Thanks
Wow, thanks very much for all the advice. The lack of standardisation is disappointing, mrmum. I am heading towards the opinion that I might have to look elsewhere for a different level of professionalism. But that’s another matter.
I have come across these notes which I believe apply to a PA-28-180. They seem much more like what I was expecting. What do you think?
Climb and Crosswind Turn and Crosswind Leg
Complete the after take-off checks and climb straight ahead (track along the runway centreline) at VY (76 KT) until at least 500 ft (note 1). Lookout to clear the turn as you approach 500 ft. At 500 ft commence climbing turn with 15° AoB. Roll-out to track at 90° to runway (allow drift for wind at circuit height).
Level at 1000 ft. Accelerate to downwind speed (85 KT) and set downwind RPM (2000 RPM).
Downwind Turn and Downwind Leg
Downwind spacing is 1 NM out from the runway. Judge the turn by looking back at the runway and turning when it is relative to part of the aircraft (be aware that the angle looks different when allowing for drift crosswind), and/or by looking for a ground feature on the downwind leg if there is one.
Turn downwind using 20°AoB. Adjust heading to allow for wind at circuit height. Use a ground feature if available to aid accurate downwind spacing. Otherwise use position of the wing relative to the runway, but make sure wings are level when checking, and be aware that the picture is different when drift is applied. Adjust your track if necessary to maintain the correct downwind spacing. When you are abeam the upwind threshold, make the downwind R/T call “[C/S] downwind [intentions]” (note 2). Carry out the pre-landing checks, including selecting 10° flap. Progressively adjust the attitude and trim as the speed reduces towards the base turn speed (75 KT). If it reaches 75 KT before the turn in point be prepared to increase power a little to maintain 75 KT.
Base Turn and Base Leg
If there is a ground feature at 1 NM on the extended centreline, use it to judge when to commence the base turn (turn when abeam); otherwise use the angle to the touchdown point: 45°. If there is a strong headwind, turn early. Turn level using 20°AoB.
Roll-out tracking at 90° to the runways heading; allow drift for wind. As soon as you roll out, select base leg descent RPM (1700 RPM), flap (25°) and lower the nose to achieve 665 fpm rate of descent in still air conditions. The RPM and hence RoD should be adjusted to take account of crosswinds. A tightening crosswind will require a reduced RPM/ increased RoD, and a slackening crosswind will require increased RPM/reduced RoD.
Finals Turn and Short Finals
If there is a ground feature at 1 NM on the extended centreline, use that to judge the finals turn. Otherwise look at the runway and ‘imagine’ the extended centreline. Ideally the turn is commenced at 720 ft, but it is initiated at the right point over the ground rather than height. If you turn over the correct point on the ground and the height differs from 720 ft, you can use that as a check height and adjust the RPM and hence rate of descent to compensate; reduce RPM if high, and increase if low. Use 20°AoB but adjust the AoB as required to roll-out tracking along the extended centreline; use a maximum of 35°AoB. If you need more, consider going around at this point.
In theory, you should roll out at 530 ft and 1 NM from touchdown. This will give you a 5° approach. Adjust the attitude to pick the landing point. Use power as required to maintain 75 KT until you select full flap (40°). The point at which to select full flap depends on the headwind. In still air conditions, it should be at about 300 ft. In any case, you should have stabilised your approach by 300 ft. That means you should be on the centreline, at the correct speed and configuration, and have received clearance; if you have not achieved these criteria, go-around immediately. After selecting flap, allow the aircraft to gradually decelerate towards VAT of 66 KT, trimming as it slows down.
Note 1
Consider extending upwind (beyond 500 ft; even up to, or after levelling at, 1000 ft) if:
• You wish to increase the spacing between you and an aircraft ahead;
• There is a very strong headwind at circuit height which is shortening the time on the downwind leg too much; or
• The aircraft performance is such that it is difficult to achieve circuit height before turning downwind.
If you extend upwind significantly and there are aircraft following you in the circuit, make the information call “[C/S] extending upwind”.
Note 2
If you are unable to make the R/T call in the correct place due to other R/T traffic, do not delay your checks while you wait. If you delay the call for this reason, or forget to make it on time, say “[C/S] late downwind [intentions]” when you make the call.
Spacing
Avoid the temptation to adjust the circuit by widening the downwind leg or extending downwind to adjust your spacing from aircraft ahead; the place to do this is upwind. If you are too close crosswind or downwind, then go around from circuit height and judge the point you re-join the circuit pattern to fit in with other aircraft. Be aware that others will use poor techniques, including flying very wide circuits and extending downwind. Do not compensate by adopting poor techniques yourself, nor get into arguments over the R/T; sort out such problems by discussion on the ground later. One common reason for poor circuit patterns is when pilots attempt to compensate when there there are too many aircraft attempting to fly circuits at the same time. The solution is to fly practice circuits elsewhere or at another time. The two problems arising from widening the pattern are:
• It makes it difficult for other aircraft (and ATC) to spot you if you are not where you should be, and there is a danger of other aircraft turning inside you (deliberately or inadvertently) if you are very wide.
• It makes the judgement of the finals turn and a constant angle approach very difficult if you deviate from standard parameters. The circuit described here will result in a 5° approach path, and the speeds/heights/RPMs are all calculated to help you achieve that without too much thought or judgement. It is far more difficult if you deviate from this standard. Good landings result from good and stabilised approaches.