Low level circuits
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Low level circuits
Hi all.
Supposed to be doing my PPL skills test this week (at least I was until CAA threw a spanner in the works regarding hours before September 2012) and today I had a quick lesson with my instructor just to go over the last few things I wasn't 100% on. PFLs and just a quick go at a few different circuits.
I did the low level circuits no problem, 500ft and just cruised at my standard 90-95kts. My instructor said I did absolutely fine and had no issues.
However when I landed another student who also has the same instructor as me told me that when he went up with a different instructor for his mock test, they told him that a low level circuit should be done at 600ft with 2 stage flaps and 80kts.
So my question is on my skills test will I be ok with doing what I've been taught or should I go with what the other instructor said?
Supposed to be doing my PPL skills test this week (at least I was until CAA threw a spanner in the works regarding hours before September 2012) and today I had a quick lesson with my instructor just to go over the last few things I wasn't 100% on. PFLs and just a quick go at a few different circuits.
I did the low level circuits no problem, 500ft and just cruised at my standard 90-95kts. My instructor said I did absolutely fine and had no issues.
However when I landed another student who also has the same instructor as me told me that when he went up with a different instructor for his mock test, they told him that a low level circuit should be done at 600ft with 2 stage flaps and 80kts.
So my question is on my skills test will I be ok with doing what I've been taught or should I go with what the other instructor said?
Generally speaking a low level circuit is a training exercise, to prepare for the bad weather case of low cloud and poor visibility. So, slow safe cruise with flaps out (according to type) and speed below usual cruise, but fast enough for good control response and a suitable margin above stall to allow level and descending turns at a sensible angle of bank (probably with a trickle more power). The circuit will be close to the runway (poor visibility.....) and the reduced speed gives more time for adjusting height and position. Flaps down for better view over the nose and a slight reduction in stall speed.
So i suggest you talk to your instructor about this. Maybe ask for another flight exploring bad weather flying and circuits, because it's always easier to do these things dual rather than when you have been caught out by an unexpected change in conditions.
It's not just about passing the test. It's about staying alive as a licensed pilot.
So i suggest you talk to your instructor about this. Maybe ask for another flight exploring bad weather flying and circuits, because it's always easier to do these things dual rather than when you have been caught out by an unexpected change in conditions.
It's not just about passing the test. It's about staying alive as a licensed pilot.
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I was taught something like 600', flaps, and really quite slow (70kt IIRC). Only once had to do one for real (I don't think anyone else had been flying that day, and nobody really knew that the cloud base was at 600' on the far side of the circuit).
Of course what the examiner does when ATC responds with a flat "no" to a request for a low level circuit is another matter
Of course what the examiner does when ATC responds with a flat "no" to a request for a low level circuit is another matter
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Welcome Stefan. Ask your instructor, they should be able to explain if there is any actual intended difference. The exercise is not so much about the altitude, but rather than you're low, with fewer visual cues, and apparently going faster (ground rush). Just learn to maintain control.
As for flaps, the depends upon type. Some flaps will be good, "landing flap" probably less good. And, by the way, if the flight manual for the aircraft refers to flap deployment as "stages" of flap, you should too. I've read flight manuals for many dozens of type, and never read the term "stages" for flap deployment. So, I use the terminology presented in the flight manual (so it looks like I have actually read the flight manual!)
As for flaps, the depends upon type. Some flaps will be good, "landing flap" probably less good. And, by the way, if the flight manual for the aircraft refers to flap deployment as "stages" of flap, you should too. I've read flight manuals for many dozens of type, and never read the term "stages" for flap deployment. So, I use the terminology presented in the flight manual (so it looks like I have actually read the flight manual!)
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If you ever have to do it for real, then you need to keep your circuit low and slow or you'll likely lose sight of the airfield.
I was taught to fly the downwind at 600' with half flap at 70kt, going to full flap when abeam the threshold and descending at 65kt in a 30 degree banked 180 gliding turn to roll wings level shortly before touchdown.
During PPL training I drove to the airfield with my lights on under a 600' overcast expecting a nice chat in the coffee bar but no, my instructor said it was too good an opportunity to miss so off we went. Even flying a tight racetrack circuit, it was only just possible to make out the runway edge lighting on the downwind and if you gained 50' you were in the clouds. If you'd gone past the threshold, you'd have lost visual contact with the runway in the final turn.
I was extremely fortunate to have a 23,000 hr retired combat veteran for an instructor. The cross country circuit boys slurping coffee in the clubhouse would have had no chance.
Doing this in CAVOK just wouldn't have had the same training value.
I'd add that I'm certainly no advocate of scud running (flying VFR in IMC has killed too many pilots), but there have been a couple of occasions when I've been very glad of this training.
I was taught to fly the downwind at 600' with half flap at 70kt, going to full flap when abeam the threshold and descending at 65kt in a 30 degree banked 180 gliding turn to roll wings level shortly before touchdown.
During PPL training I drove to the airfield with my lights on under a 600' overcast expecting a nice chat in the coffee bar but no, my instructor said it was too good an opportunity to miss so off we went. Even flying a tight racetrack circuit, it was only just possible to make out the runway edge lighting on the downwind and if you gained 50' you were in the clouds. If you'd gone past the threshold, you'd have lost visual contact with the runway in the final turn.
I was extremely fortunate to have a 23,000 hr retired combat veteran for an instructor. The cross country circuit boys slurping coffee in the clubhouse would have had no chance.
Doing this in CAVOK just wouldn't have had the same training value.
I'd add that I'm certainly no advocate of scud running (flying VFR in IMC has killed too many pilots), but there have been a couple of occasions when I've been very glad of this training.
Last edited by Sillert,V.I.; 29th Nov 2016 at 22:17.
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I often fly into this airfield. Not sure at what height I'd fly a poor weather circuit.
https://northcoatesflyingclub.com/flight-information/
https://northcoatesflyingclub.com/flight-information/
Flyingmac, that was not necessarily kind. But i do see your point. Half the posts here refrain from answering the oP's question, and half the others don't really help much.
So, back to basics. Why do low level circuit?
Answer: Sometimes we or the forecaster get it wrong. So. It means it will be generally preferable to land rather than crash, and in order to achieve this, we may need to fly lower than usual. Under control....As in, the pilot decides what happens next.
Which means getting used to the visibility under cloud, which may be less than optimal, and the sensation of ground references rushing by at low level.
That's why it's in the syllabus. And a couple of circuits on a nice sunny day at 500 ft might tick the box but won't, as I'm sure you know improve anyone's chance of survival
So, back to basics. Why do low level circuit?
Answer: Sometimes we or the forecaster get it wrong. So. It means it will be generally preferable to land rather than crash, and in order to achieve this, we may need to fly lower than usual. Under control....As in, the pilot decides what happens next.
Which means getting used to the visibility under cloud, which may be less than optimal, and the sensation of ground references rushing by at low level.
That's why it's in the syllabus. And a couple of circuits on a nice sunny day at 500 ft might tick the box but won't, as I'm sure you know improve anyone's chance of survival
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Sorry for a late reply. Thanks for the advice. Well I did it at 80kts and 2 stage of flaps after speaking to an examiner and I passed my skills test so can't have been too bad
If a precautionary landing is carried out, away from the airfield, the low level circuit is not required.
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It is if I am the Examiner! How do you inspect the field without a low level circuit?
A precautionary landing is nothing to do with a low-level circuit. One might do a precautionary landing if caught by bad weather and if the cloud base is low, one would do a low-level circuit (having inspected the field first). One also might wish to land asap if the engine is faulty, you are running out of fuel or your are feeling very ill.
Bad weather circuits come in two types. One might opt for a high level circuit if the slant range viz is duff (or a very low inversion). Then a 2000 foot circuit and steep approach may offer better views of the landing strip. I did one once at night when the viz was 50 metres ( I had nowhere else to go), but I had a perfect view of the runway until almost touch-down.
A low level circuit is performed when the cloud base is low or the viz poor. That is done normally (if possible) a 100 feet or so below the cloud base, with approach flap selected. The track over the ground is much tighter than normal. The base leg turn is flown level until one intercepts the normal glide path. That will require more power than normal. Moreover, because the angle of bank around the finals turn is perhaps more than usual, then drag will be higher as well as the stalling speed. More power is thus required.
All good fun, but if you practice either, do tell the tower and watch/listen for other aircraft flying a normal circuit.
Bad weather circuits come in two types. One might opt for a high level circuit if the slant range viz is duff (or a very low inversion). Then a 2000 foot circuit and steep approach may offer better views of the landing strip. I did one once at night when the viz was 50 metres ( I had nowhere else to go), but I had a perfect view of the runway until almost touch-down.
A low level circuit is performed when the cloud base is low or the viz poor. That is done normally (if possible) a 100 feet or so below the cloud base, with approach flap selected. The track over the ground is much tighter than normal. The base leg turn is flown level until one intercepts the normal glide path. That will require more power than normal. Moreover, because the angle of bank around the finals turn is perhaps more than usual, then drag will be higher as well as the stalling speed. More power is thus required.
All good fun, but if you practice either, do tell the tower and watch/listen for other aircraft flying a normal circuit.
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Flying low is different to flying at circuit height. You can't see as far and in turns you may well not have a visible horizon. The effect of wind on ground speed is visually much more apparent and careful airspeed control is essential - don't be fooled by how fast the ground appears to be going past.
And turning in a wind can look as if you are slipping or skidding across the ground, so again don't be fooled by this by inappropriate use of rudder - just keep the ball in the middle.
The purpose of the low flying exercise is to familiarise you with these unusual visual effects in preparation for the day you do it for real, either in bad wx trying to keep a field in sight, or perhaps low level maneuvering into a farm strip avoiding noise-sensitive neighbours!
And turning in a wind can look as if you are slipping or skidding across the ground, so again don't be fooled by this by inappropriate use of rudder - just keep the ball in the middle.
The purpose of the low flying exercise is to familiarise you with these unusual visual effects in preparation for the day you do it for real, either in bad wx trying to keep a field in sight, or perhaps low level maneuvering into a farm strip avoiding noise-sensitive neighbours!
