jet circuits
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jet circuits
As a ppl flying light singles I'm curious about the big jets.
When flying circuits / touch and goes in a jet, what speeds and altitudes do you use ?
Do you accelerate all the way up to no-flaps speed ?
Do you fly these with varying amounts of fuel ?
How often do you fly them .. in the actual plane .... and the sim ?
Mike
When flying circuits / touch and goes in a jet, what speeds and altitudes do you use ?
Do you accelerate all the way up to no-flaps speed ?
Do you fly these with varying amounts of fuel ?
How often do you fly them .. in the actual plane .... and the sim ?
Mike
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On the 737 we fly them at 1500' AAL, and we don't usually clean up completely, but stay at 180kts with flap 5 (2nd stage of flap). Then gear comes down with next stage of flap abeam the threshold (150kts). Then during base through to final flap and finals speed (120-140kts, depending on weight).
They're only flown once in the real aircraft, as part of the typerating. Minimum of 6 touch'n'goes I believe, but not sure.
After that they're not really done anymore, the only thing is a circling approach every year in the sim for license renewal. It's not a proper circuit but comes close.
As for fuel, usually 4-6 people are done in one flight, so the first one will have a heavy fuel load, and the last one will be the light one.
Hope this helps.
They're only flown once in the real aircraft, as part of the typerating. Minimum of 6 touch'n'goes I believe, but not sure.
After that they're not really done anymore, the only thing is a circling approach every year in the sim for license renewal. It's not a proper circuit but comes close.
As for fuel, usually 4-6 people are done in one flight, so the first one will have a heavy fuel load, and the last one will be the light one.
Hope this helps.
Guest
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And also : on the line , we try to fly them whenever possible.
When the weather at destination is VMC , it's always nice to handfly that good'ol circuit again !
Sometimes after landing the 757 it really reminded me of flying the 152 again !
(or even the Rhön glider i first soloed on).
cheers
When the weather at destination is VMC , it's always nice to handfly that good'ol circuit again !
Sometimes after landing the 757 it really reminded me of flying the 152 again !
(or even the Rhön glider i first soloed on).
cheers
Guest
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Descend at M0.82 until 290KIAS, then 250KIAS below FL100 reducing to 210KIAS approaching the aerodrome if joining downwind. Flap and slat out, decel. to 170KIAS downwind - gear down abeam the upwind end and decel. not below Vref+30 until starting the base turn at 1500 ft a.g.l. Then not below Vref+20 with approach flap until visual with the touchdown zone, then land flap and not below Vref+10 until 200 ft, then back to Vref for touchdown. Vref varies with ac weight - but 'point and power' works just as well as it does in a PA28!
For a touch and go, set thrust, NFP resets flap and slat to T/O, rotate at Vref+5, gear up when positive climb acheived, accel. to 170KIAS and reduce power sufficiently to level again at 170KIAS at 1500 a.g.l. downwind.
An alternative join - 300 KIAS at 500 ft a.g.l. on the deadside until mid-point. Then idle power, full speed brake and a climbing 30 deg turn onto downwind. Gear down and speedbrake in at 250 KIAS, flap and slat out at 210 KIAS and reset approach power; continue as before at the base turn.
One of the most difficult manoeuvres is the go-around into an abbreviated radar-vectored approach - things happen rather quickly for wet-behind-the-ears co-piglets as a very high rate of climb has to be reduced without causing a level bust whilst the aircraft has to be reconfigured and also manoeuvred in accordance with ATC instructions. Airlines can't afford the training time to practise this (except in the simulator) - but the military insist that pilots are proficient in this technique. Hand flying is practised much more on military 4-jets - and a typical last element of a new VC10 Captain's final check ride would be a 4-engined approach and touch-and-go during which an outboard engine will be pulled back to idle on the runway. When airborne with the gear up, the other engine on that side will also be pulled back to idle; the student Captain will fly a 2-engined approach and go-around followed by a 2-engined full stop landing. Rather more demanding than just half-a-dozen 4-engined touch and goes!!
[This message has been edited by BEagle (edited 26 May 2001).]
For a touch and go, set thrust, NFP resets flap and slat to T/O, rotate at Vref+5, gear up when positive climb acheived, accel. to 170KIAS and reduce power sufficiently to level again at 170KIAS at 1500 a.g.l. downwind.
An alternative join - 300 KIAS at 500 ft a.g.l. on the deadside until mid-point. Then idle power, full speed brake and a climbing 30 deg turn onto downwind. Gear down and speedbrake in at 250 KIAS, flap and slat out at 210 KIAS and reset approach power; continue as before at the base turn.
One of the most difficult manoeuvres is the go-around into an abbreviated radar-vectored approach - things happen rather quickly for wet-behind-the-ears co-piglets as a very high rate of climb has to be reduced without causing a level bust whilst the aircraft has to be reconfigured and also manoeuvred in accordance with ATC instructions. Airlines can't afford the training time to practise this (except in the simulator) - but the military insist that pilots are proficient in this technique. Hand flying is practised much more on military 4-jets - and a typical last element of a new VC10 Captain's final check ride would be a 4-engined approach and touch-and-go during which an outboard engine will be pulled back to idle on the runway. When airborne with the gear up, the other engine on that side will also be pulled back to idle; the student Captain will fly a 2-engined approach and go-around followed by a 2-engined full stop landing. Rather more demanding than just half-a-dozen 4-engined touch and goes!!
[This message has been edited by BEagle (edited 26 May 2001).]
