Orbiting on Final
Join Date: May 2001
Location: UK
Posts: 4,631
Likes: 0
Received 0 Likes
on
0 Posts
Then the pilot asks if he can do an orbit instead of a full go-around. ATC agree to this.
In reality most light aircraft circuit traffic will turn final at around 800 feet or less and hopefully will have been flying close circuits. Half way down final they will be fully configured for the landing, and in the case of a retractable the gear will probably be down some what sooner.
Even if ATC gave the instruction at the top of turning final, by the time you had requested an orbit and received their consent I cant imagine any good reason for taking up an orbit form the landing configuration at 500 feet.
More than just an ATCO
Join Date: Jul 1999
Location: Up someone's nose
Age: 75
Posts: 1,768
Likes: 0
Received 0 Likes
on
0 Posts
I wonder if he had possibly done some of his training on a 152 and was caught out by the 150; the flap travel was reduced to 30° from the 150's 40° as there had been a number of accidents during go-arounds. At the same time the flap controls were changed.
Join Date: Aug 2003
Location: Surrey
Posts: 1,217
Likes: 0
Received 0 Likes
on
0 Posts
I assume that is a rephrase of point 4 in my post. Very def happened to me at Philly. I don't see the difference between a clearance to "land after a departing aircraft" vs. being "cleared to land number 4 behind the Lear 35" - both assume that the game happens to plan, I don't think either are used in the UK and both are common in the US.
Guest
Posts: n/a
Thoses thinking about applying the principle declared in post #101 may find it informative to look at the following thread...
http://www.pprune.org/forums/showthread.php?t=284210
Post #8 is particularly informative.
http://www.pprune.org/forums/showthread.php?t=284210
Post #8 is particularly informative.
Those of us not doing low-level air show routines or crop spraying would do well to have a maneuver floor, below which we confine ourselves to a narrow list: i.e. turns to crosswind and final + 300' as minimum altitude to return to the field after a rope break for gliders.
700' AGL is my maneuver floor. If ATC wants me to orbit, I'm first climbing to that level before beginning an orbit.
Every flight school would do well to put this accident report on their bulletin board and discuss before soloing students.
700' AGL is my maneuver floor. If ATC wants me to orbit, I'm first climbing to that level before beginning an orbit.
Every flight school would do well to put this accident report on their bulletin board and discuss before soloing students.
This is just the sort of talk that leads to big airports being unavailable to SEP types. I wouldn't like that, and I suspect most other ppls wouldn't either.
The levels of experience and ability amongst PPL pilots will vary greatly and, unfortunately for them, commercial operations come first.
Recollect whilst on an RAF ground tour in ATC a UAS student downwind was unable to understand instructions to clear the circuit to the north and hold.
Result - large jet, short of fuel returning from important long range task had to go around. Sqn Ldr captain was not best pleased!
I think it is unpleasant for ALL involved to mix aircraft of widely varying performance. At the above station we dealt with everything from Ansons to Victors to F4s - a bit of a headache at times.
So why did we have a UAS Chipmunk in the circuit? Questions to MoD
