Starting Circuits soon....
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This is not the place to ask the sort of questions you are asking.
For circuits, I'd recommend reading the theory and getting tips for specific problems you encounter then consolidate with practice, practice and more practice. Getting the theory clear in your head before sitting in an aircraft can make things a lot more economical.
Join Date: Mar 2006
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Just remember that your instruction allows for the fact that you are not going to be full bottle on this from day one - it can be daunting to think "how am I supposed to know ALL this stuff???"
Each time you go up, around and down, you will be consolidating a little more of what you need to know.
So I wouldn't stress too much about what you don't know, just concentrate on the stuff you do know, and everything else will fall into place over time (as long as you pay attention).
One day (and chances are it will be a surprise to you
) the instructor will hop out, you'll go solo, and you'll realise that all the work you've put in is starting to pay off.
Then you'll realise there's a stack more to learn. But that will all fall into place too if you work hard.
Good luck, learn from your mistakes, and enjoy it all.
Also, don't neglect the theory. Get ahead of your BAK stuff.
Each time you go up, around and down, you will be consolidating a little more of what you need to know.
So I wouldn't stress too much about what you don't know, just concentrate on the stuff you do know, and everything else will fall into place over time (as long as you pay attention).
One day (and chances are it will be a surprise to you
) the instructor will hop out, you'll go solo, and you'll realise that all the work you've put in is starting to pay off.Then you'll realise there's a stack more to learn. But that will all fall into place too if you work hard.
Good luck, learn from your mistakes, and enjoy it all.
Also, don't neglect the theory. Get ahead of your BAK stuff.
Join Date: Oct 2006
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lookout lookout lookout
I'm mildly surprised no one else has mentioned this.
No matter how bad the circuit and final approach, it can always be saved with a go-around.
A midair collision can't - it will probably be your last flight.
Also be aware of different aircraft speeds and plan accordingly. Where I fly we have mixture of traffic from gliders all the way to turbine IFR.
Don't be too proud to give way even if you technically have the right of way - someone may do it for you one day.
No matter how bad the circuit and final approach, it can always be saved with a go-around.
A midair collision can't - it will probably be your last flight.
Also be aware of different aircraft speeds and plan accordingly. Where I fly we have mixture of traffic from gliders all the way to turbine IFR.
Don't be too proud to give way even if you technically have the right of way - someone may do it for you one day.
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One other thing - make sure you have all your license and medical applications filed with CASA...cause you will probably be needing them fairly soon and it's frustrating to hold up your training waiting for them.
Thread Starter
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Thanks to most of you for the good advice. Of course there are some people who seem to feel the need to critise almost every post made on pprune
so good luck to them.
As with the licneces well, I've already started all that... though my medical done in July last year, it didn't get sent out to me untill october and I didn't get the tax invoice 'till last week.... go figure!
so good luck to them. As with the licneces well, I've already started all that... though my medical done in July last year, it didn't get sent out to me untill october and I didn't get the tax invoice 'till last week.... go figure!
I turned on to crosswind at 600' instead of 500' to give me a little more spacing on downwind.
Sorry, but this will actually make you turn downwind earlier, hence closer than if you turned at 500'. (If you are using timing to judge your downwing turn, flying for 400' of climb is less than for 500' of climb, ergo a shorter x-wind leg.) In any case a decent head or tail wind will screw this technique right up. Using runway position x number of chord lengths behind the wing (with allowance for drift angle) is one technique for maintaining a more constant separation/spacing from the runway turning downwind.
Your instructor should be able to clarify this for you, but this is not intended as advice on how to fly circuits. I was reluctant to post on this thread as I agree totally that the student should be taught by their instructor and I have no intention for my comments to substitute for a school's method, however inaccurate statements such as that quoted should be corrected.
but this will actually make you turn downwind earlier, hence closer than if you turned at 500'
inaccurate statements such as that quoted should be corrected
The downwind turn is at the pilots discretion. If he flys slightly wide as suggested in roadrunna's post, which incidentally I don't favour, he WILL have more space between his aircraft and the one in front - and more space from the runway - and more time to think plan etc. As I read the post, that is the point being made.
I agree that this thread is really rather pointless as the student should learn from the instructor in the first instance.
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I'd go along with listen to your instructor. Ours tell us to turn left onto base just past the building with the red doors, aim at the bridge pillars until you pass the Police station mast, then track towards the golf club house, turn final over the tenth green! God only knows what we would do if someone paints them doors green.
Edited to add-: On a less flippant note your instructor will keep telling you to look at the other end of the runway, not at the ground, when that bit clicks you will stop making a hash of the touchdown.
Edited to add-: On a less flippant note your instructor will keep telling you to look at the other end of the runway, not at the ground, when that bit clicks you will stop making a hash of the touchdown.
Last edited by Crash one; 17th Feb 2007 at 23:25.
Ours tell us to turn left onto base just past the building with the red doors, aim at the bridge pillars until you pass the Police station mast, then track towards the golf club house, turn final over the tenth green!
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That is the point I was trying to make with reference to painting the doors green!! Sorry if my flippant remarks were mis-interpreted.
I learned on gliders many moons ago "pick your touchdown point & eyeball the decending pattern back up to where you are at high key" I still use it with modifications ref power.
I learned on gliders many moons ago "pick your touchdown point & eyeball the decending pattern back up to where you are at high key" I still use it with modifications ref power.
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Not sure that I agree with that. If he turns downwind at circuit height it may make him closer to the runway.
The downwind turn is at the pilots discretion. If he flys slightly wide as suggested in roadrunna's post, which incidentally I don't favour, he WILL have more space between his aircraft and the one in front - and more space from the runway - and more time to think plan etc. As I read the post, that is the point being made.
I agree that this thread is really rather pointless as the student should learn from the instructor in the first instance.
The downwind turn is at the pilots discretion. If he flys slightly wide as suggested in roadrunna's post, which incidentally I don't favour, he WILL have more space between his aircraft and the one in front - and more space from the runway - and more time to think plan etc. As I read the post, that is the point being made.
I agree that this thread is really rather pointless as the student should learn from the instructor in the first instance.
flying for 400' of climb is less than for 500' of climb, ergo a shorter x-wind leg
I turned on to crosswind at 600' instead of 500' to give me a little more spacing on downwind.
flying for 400' of climb is less than for 500' of climb, ergo a shorter x-wind leg
I realize that he misread my post and thought I was turning onto crosswind at 400'.
In any case to advise that height of turning x-wind will affect your spacing is just plain wrong. The downwind turn should be made with reference to the runway.
Feel free to PM me if you still require further clarification on this explanation. As I said, there is no malice intended here and this thread is getting messy.
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the presmption being you are waiting until 1000' AGL to turn downwind
Cheers.
RR..
Major Brain Fart
After careful consideration I have indeed come to the agreement with RR that turning later will space you out further as long as you turn with reference to the runway position. WAKE UP MIHC! One dimensional thinking. Apologies to RR for my brain fart. Maybe this is a perfect example of too many cooks. Once again this sort of advice should be left to your instructor.
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From the '1915 Fliegen Wagen Manual' 'unt pullen bachen shtick ein houses getten schmaller .... unt more pullen baken shtick houses getten bigger again'
and yes after 20 years I still stuff up the odd circuit although it's still a buzz to pull off a greaser.
cheers
A172
and yes after 20 years I still stuff up the odd circuit although it's still a buzz to pull off a greaser.
cheers
A172
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MAGS BOTH (as many pilots leave them on L or R for increased fuel efficiency)
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one little thing that has alway irked me, is the F part of the downwind check, Fuel - enough for go around.... shouldn't you have enough for a diversion?
Last edited by Ultralights; 20th Feb 2007 at 06:36.