Advice on Initial Circuits
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Advice on Initial Circuits
Hi all,
As a student about to commence initial circuits, I am just curious to see if there is anyone out there with some valuable advice they would like to share.
I know all my speeds, altitudes, calls and checks and I have rehearsed the 'perfect' circuit in the living room (looking like a bit of a fool mind you). But it's all for a good cause i.e. to do as much preperation before my flight.
Thanks in anticipation...
As a student about to commence initial circuits, I am just curious to see if there is anyone out there with some valuable advice they would like to share.
I know all my speeds, altitudes, calls and checks and I have rehearsed the 'perfect' circuit in the living room (looking like a bit of a fool mind you). But it's all for a good cause i.e. to do as much preperation before my flight.
Thanks in anticipation...
Guest
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Hi Buffetting,
Well, I always think it's a good idea to know the headings of each leg of the circuit that you're going to fly, particularly if you're flying a high wing aeroplane (can't see the runway in the turns). Just the still wind headings would do as you can give them a bit of of tweek when you're up there, depending on the wind conditions.
Best of luck, GT.
Well, I always think it's a good idea to know the headings of each leg of the circuit that you're going to fly, particularly if you're flying a high wing aeroplane (can't see the runway in the turns). Just the still wind headings would do as you can give them a bit of of tweek when you're up there, depending on the wind conditions.
Best of luck, GT.
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It's all about nailing the target speed just as you cross the threshold ... that, and looking at the far horizon during the flare (not the runway in front of you) so that you can judge the sink rate and give it the correct amount of pull back.
A few hundred tries, and it normally comes together nicely ...
A few hundred tries, and it normally comes together nicely ...
Guest
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A strong word of advice:
Look out for the rest of those blind nutters up there that make you think how they got their licence in the first place.
And above all: Relax. You are paying to enjoy it so stop making a meal out of it!
"If the flare comes to let, then-Periscope up & backtrack"
Look out for the rest of those blind nutters up there that make you think how they got their licence in the first place.
And above all: Relax. You are paying to enjoy it so stop making a meal out of it!
"If the flare comes to let, then-Periscope up & backtrack"
Guest
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A good approach precedes a good landing
Set power and attitude for the correct approach speed...
TRIM ...
Finals..
Too low - increase power & raise nose to maintain target airspeed
Too high - reduce power & lower the nose to maintain airspeed
Too fast raise nose
Too slow lower nose
Dont let ATC hassle you..
Set power and attitude for the correct approach speed...
TRIM ...
Finals..
Too low - increase power & raise nose to maintain target airspeed
Too high - reduce power & lower the nose to maintain airspeed
Too fast raise nose
Too slow lower nose
Dont let ATC hassle you..
Joined: Jan 2001
Posts: 10
Likes: 0
From: Out there.........
TRIM - TRIM - TRIM that attitude. You should never be holding any pressures on the control column.
It does work. There is a T/o, climb, climb turn, S&L, initial, intermediate and final appraoch attitude. Know them, they will be same every time round and round and round and round and round and ......sorry!!
On finals the a/c should be flying down that 'slippery dip' without much assistance, and if set correctly only need slight fingertip control to maintain the wings level, and constant attitude.
Be happy to leave it set like that until you are ready to land. If necessary make SMALL adjustments to power(Rate of Descent) or Attitude (airspeed). Make small adjustments, but lots of them if necessary. The a/c reacts at the same rate at which you make the change i.e. Big reduction in power, the a/c will start sinking like a brick and therefore you will need a fair bit of backpressure to arrest that sink. If you make small adjustments, the a/c's reaction and therefore yours will not have to be as great. When you ready to land i.e. "Your" target point starts to disappear under the cowling, 'smoothly' reduce the power; (a/c reaction will be gradual).
Your instructor will help you from there, but I stress little adjustments otherwise (generally @ 200') you will start dancing with the a/c and trying to land off an ugly approach.
Its all about Attitudes and Trim.
It does work. There is a T/o, climb, climb turn, S&L, initial, intermediate and final appraoch attitude. Know them, they will be same every time round and round and round and round and round and ......sorry!!
On finals the a/c should be flying down that 'slippery dip' without much assistance, and if set correctly only need slight fingertip control to maintain the wings level, and constant attitude.
Be happy to leave it set like that until you are ready to land. If necessary make SMALL adjustments to power(Rate of Descent) or Attitude (airspeed). Make small adjustments, but lots of them if necessary. The a/c reacts at the same rate at which you make the change i.e. Big reduction in power, the a/c will start sinking like a brick and therefore you will need a fair bit of backpressure to arrest that sink. If you make small adjustments, the a/c's reaction and therefore yours will not have to be as great. When you ready to land i.e. "Your" target point starts to disappear under the cowling, 'smoothly' reduce the power; (a/c reaction will be gradual).
Your instructor will help you from there, but I stress little adjustments otherwise (generally @ 200') you will start dancing with the a/c and trying to land off an ugly approach.
Its all about Attitudes and Trim.
Joined: Dec 1999
Posts: 1,346
Likes: 132
From: I prefer to remain north of a direct line BNE-ADL
Pretty good advice from rho there...just remember attitude, a constant attitude approach, if you have a particular attitude set on final any adjustment to it requires a change in power if you want the speed steady, ie a slight pitch up, power up, a slight pitch down, reduce power, don't be too "reactive" to the ASI, try to be proactive. All flight instruments are luxury items in the circuit, you can do one without looking at them, so don't fixae with head in cockpit otherwise your circuits will turn into DB
Joined: Jun 2001
Posts: 127
Likes: 15
From: On the M25 mainly
AoA has it right - don't forget the big picture. Too many guys concentrate far too much on the instruments inside the cockpit and consequently don't look outside it. GT touched on knowing headings for downwind/ crosswind etc. and that is a good start but in addition it's also a good idea to pick a ground feature to track towards and that will give you a clue as to how the wind is affecting you around the circuit.
An old flying instructor of mine said that "the earlier you get your **** in a sock the better your circuit will be" so a good landing is a result of a good approach, a good approach is a result of a good base leg, etc. etc. (Not that I'm used to base legs - oval circuits are much easier!!
)
The trim of the aircraft is also vital during any circuit. If you consider that there are several configuration changes (or can be) and speed/attitude changes, then your trim has to changein order to take these changes into account. Believe me when I say that it's far easier to fly an aircraft in trim than one out of trim!!
Hope this helps a little.
An old flying instructor of mine said that "the earlier you get your **** in a sock the better your circuit will be" so a good landing is a result of a good approach, a good approach is a result of a good base leg, etc. etc. (Not that I'm used to base legs - oval circuits are much easier!!
)The trim of the aircraft is also vital during any circuit. If you consider that there are several configuration changes (or can be) and speed/attitude changes, then your trim has to changein order to take these changes into account. Believe me when I say that it's far easier to fly an aircraft in trim than one out of trim!!
Hope this helps a little.
