A presentation that guides the student through the forces acting on an aircraft, and how to fly a circuit at a typical airfield. This includes aircraft instrumentation and radio use. THIS PRESENTATION IS FOR INTEREST AND SIMULATED FLIGHT ONLY, AS PROPER FLIGHT INSTRUCTION SHOULD BE TAKEN FOR ACTUAL FLIGHT
2. CAUTION:
THIS PRESENTATION IS DESIGNED TO TRAIN
FOR SIMULATED FLIGHT AND INTEREST ONLY.
PROPER FLIGHT TRAINING SHOULD BE GIVEN
FOR ACTUAL FLIGHT.
3. Flying Circuits: Objectives
⢠Understand the four forces affecting aircraft in flight
⢠Understand how aircraft wings generate lift
⢠Understand the three axis of flight & aircraft controls
⢠Identify the âsix packâ aircraft instruments, their operation & use
⢠Understand the circuit
⢠Learn how to join the circuit
⢠Understand when & where to use radio
5. Forces on an aircraft: LIFT
Four forces act on an aircraft.
6. Forces on an aircraft: LIFT
Four forces act on an aircraft.
LIFT is generated by the wings and horizontal stabilizer.
7. Forces on an aircraft: Weight
The Lift generated by the wings balances what?
In straight and level flight, LIFT balances
the aircraftâs WEIGHT
8. Lift: Lift Equation
You can work out how much lift a wing produces using the equation:
Coefficient
of lift
Air Density Area of
wing
Velocity
9. Forces on an aircraft: Thrust
The Engine generates what type of force?
Engines provide THRUST that makes the
aircraft move
10. Forces on an aircraft: Drag
What force acts to slow the aircraft down?
DRAG slows the aircraft down, and acts in
the opposite direction to THRUST
11. DRAG: Induced Drag
There are two types of Drag that act on an aircraft.
INDUCED DRAG:
This is a product of the
wingtip âVorticesâ, and
increases as LIFT increases.
It also increases as the Angle
of Attack increases, as more
LIFT will be generated.
It reduces with speed, as at
speed you have a lower Angle
of Attack.
12. DRAG: Induced Drag
Wing Tip Vortices are caused by the HIGH PRESSURE air under a
wing flowing to the LOW PRESSURE air over the wing
14. DRAG: Parasitic ( or Form) Drag
PARASITIC DRAG:
This type of Drag is due to the
shape (or Form) of the aircraft.
More streamlined objects produce
less Parasitic Drag.
This is why Olympic cyclists wear
streamlined hats and smooth
clothing.
Parasitic Drag increases as the
Speed increases.
It reduces as speed decreases.
15. There are two types of Drag that act on aircraft. They are:
INDUCED DRAG:
This is a product of the wingtip âVorticesâ, and increases as LIFT
increases.
It also increases as the Angle of Attack increases, as more LIFT will
be generated.
It reduces with speed, as at speed you have a lower Angle of
Attack.
TOTAL DRAG = PARASITIC DRAG + INDUCED DRAG
17. BAD DRAG
Drag can be a BAD thing, and needs to be kept to a minimum;
such as when gliding.
Every time you move a control surface you increase drag.
18. GOOD DRAG
Drag can be a GOOD thing, as it can be used on some aircraft
controls such as glider âSpoilersâ.
These destroy the lift on part of the wing, and slow the aircraftâs
descent.
19. GOOD DRAG
Drag is also used on âAir Brakesâ.
The Red Arrows perform much of their routine with the Air Brakes
deployed.
This is because the jet engine is slow to accelerate if they need extra
power. Closing the Air Brakes instantly accelerates the aircraft.
20. How a wing works
Aircraft fly due to lift produced by their wings. The shape of a
wing is designed to create different pressures between its lower
and upper surface as the wing moves through the air.
As the wing changes speed, the amount of lift varies; becoming
greater the faster the wing travels through the air.
21. How a wing works
The wing generates different
pressures across its surface.
These pressures vary depending on
the angle at which the wing is
presented to the airflow.
This angle is called the âAngle of
Attackâ.
The point at which all of these
pressures can be said to act is called
the âCentre of Pressureâ.
22. How a wing works
As the Angle of Attack is increased,
more lift is generated, and the
Centre of Pressure moves towards
the front of the wing.
This continues until the angle
becomes too great, at which point
the lift generated starts to decrease.
This angle is called the âCritical
Angleâ. For most training aircraft
this is around 15-16 degrees.
At this point the wing begins to
âStallâ, as the airflow over the wing
becomes turbulent.
23. How a wing works: Stall
Turbulent air can be felt building up
during the stall, and feels like the
aircraft is being buffeted.
Most aircraft have a device called a
âStall Warningâ, which typically alerts
the pilot by a horn sounding a few
degrees before the wing stalls.
Beyond the Critical Angle, or âStalling
Angleâ, the Centre of Pressure (which
has gradually been moving forwards
with increasing angle of attack)
suddenly moves rearwards.
24. How a wing works: Stall
The effect of the Centre
of Pressure moving
rearwards is to
automatically lower the
nose of the aircraft;
which is one of the stall
recovery procedures.
Aircraft stall due to
having too low an air
speed for the given
Angle of Attack.
26. Flying Circuits: Objective Progress
⢠Understand the four forces affecting aircraft in flight
⢠Understand how aircraft wings generate lift
⢠Understand the three axis of flight & aircraft controls
⢠Identify the âsix packâ aircraft instruments, their operation & use
⢠Understand the circuit
⢠Understand when & where to use radio
28. Three Axis of Flight
An aircraft moves in three axis during flight. These are the
Longitudinal Axis, the Lateral Axis, and the Vertical (or Normal) Axis
29. Flight Controls: Pitch
ELEVATORS
Elevators, usually located at
the rear of the aircraftâs
fuselage .
They make the aircraft
âpitchâ upwards or
downwards.
They either increase or
decrease the lift at the rear
of the aircraft.
Destroying lift at the rear
makes the nose point
upwards.
30. Flight Controls: Roll
Ailerons
Most aircraft have ailerons on
the wings, usually located at the
outboard ends although
airliners often have a second set
located near the wing root.
They make the aircraft ârollâ left
or right by either increasing or
decreasing the lift on each
wing.
Spoliers do the same thing on
fighter aircraft such as Tornado.
31. Flight Controls: Yaw
Rudder
The Rudder forms part of the
vertical stabiliser usually located at
the rear of the aircraftâs fuselage.
The rudder âyawsâ the aircraft left
or right using the rudder pedals.
The brakes are fitted to the end of
the rudder pedals.
Yawing the aircraft will make it
bank in the same direction.
32.
33. How aircraft turn
To turn an aircraft the
pilot uses the control
column or yokes to create
LESS lift on the wing in
the direction they wish to
travel, and MORE lift on
the wing on the opposite
side to which they want
to turn.
This is called âBankingâ
the aircraft.
How do aircraft change
direction?
34. How aircraft turn: Controls
How do aircraft change
direction?
The turn is made tighter
by adding an upward
force to the ELEVATORS.
The RUDDER provides
balance to the input of
the AILERON input.
This means that in effect
ALL of the aircraft`s
controls are used to make
a âcoordinatedâ turn.
35. TURNING
Lift during a turn:
During a turn the ailerons on each wing operate in different
directions.
This reduces the lift on the wing in the direction of the turn, and
increases the lift on the other wing. The Rudder acts similarly.
Aileron UP
LIFT reduced
Wing falls
LIFT increased
Aileron DOWN
Wing rises
36. How aircraft turn: Instruments
In a coordinated turn the
ball in the âTurn and Slip
Indicatorâ will stay in the
middle.
Should the ball move from
the middle, it can be
âbalancedâ by more or less
RUDDER input depending on
which way the ball moves.
How do aircraft change
direction?
37. How aircraft turn: Instruments
During a turn the âArtificial
Horizonâ indicator will
show you how much the
aircraft has âbankedâ over.
The orange arrow shows
that the aircraft is doing a
10 degree bank to the left.
The left wing will be lower
than the right wing, and
the aircraft is turning left.
How do aircraft change
direction?
38. How aircraft turn: Instruments
In real world flying, the
greater the angle of bank,
the more gravity, or âGâ
affects the aircraft.
This makes the aircraft feel
heavier, and means that the
wings need to generate
more lift.
To make up for this, extra
power has to be applied by
the engine in banks over 30
degrees.
How do aircraft change
direction?
39. Flying Circuits: Objective Progress
⢠Understand the four forces affecting aircraft in flight
⢠Understand how aircraft wings generate lift
⢠Understand the three axis of flight & aircraft controls
⢠Identify the âsix packâ aircraft instruments, their operation & use
⢠Understand the circuit
⢠Learn how to join the circuit
⢠Understand when & where to use radio
42. Flaps: Use
Flaps are used on some aircraft to take-off, and all aircraft to land.
Flaps are either used as âLift Flapsâ, providing an increase in Lift
for a small increase in Drag.
Or; as âDrag Flapsâ, providing a small increase in Lift for a large
increase in Drag.
⢠Lift Flaps are used during take off and the approach to landing.
Lift flaps are the first stage of flap (10 Degrees in a Cessna 150);
⢠Drag Flaps are used during landing. Drag flaps help to slow the
aircraft down during the landing phase. ( 30 Degrees in a
Cessna 150).
43. Remember the Lift Equation?
Coefficient
of lift
Air Density Area of
wing
Velocity
Increased using
Fowler Flaps
Improved
using Flaps
44. Flaps: Types
Several different types
including:
⢠Plain;
⢠Split;
⢠Slotted ( and multi slotted);
⢠Fowler.
Each type has its benefits and
drawbacks.
48. Flaps: Types
Split Flaps on the Hawker Hurricane.
The flaps change the chord line ( and hence the lift), but NOT the
wing area. Note how they do not affect the upper wing.
49. Flaps: Use during take off
Flaps alter the aircraft`s âStall Speedâ, by increasing the Lift
generated by the wing.
The also add drag, so alter the take off angle.
With Lift Flaps deployed, the aircraft will take off sooner, at a
lower speed. It will however climb at a shallower angle due to the
extra drag.
50. Flaps: Use during landing
Flaps alter the aircraft`s âStall Speedâ, by increasing the Lift
generated by the wing.
The also add drag, so alter the landing angle.
With Drag Flaps deployed, the aircraft can fly slower and
approach the runway at a steeper angle.
A no-flap landing is faster and almost flat.
51. Flaps: Use during landing
Flaps alter the aircraft`s approach angle by allowing the aircraft to
fly at a steeper approach attitude, while maintaining a slower
approach speed.
The also allow the aircraft to fly at a nose down attitude.
When landing
without flaps the
approach is
almost flat. The
approach speed
is also higher
53. Flying Circuits : Flight Instruments
The âSix Packâ. Air Speed Indicator, Artificial Horizon, Altimeter, Turn
/ Slip Indicator, Direction Indicator and Vertical Speed Indicator.
54. Flight Instruments: How they work
⢠Two types of Flight
Instrument:
o Gyroscopic
Instruments
o Pressure
Instruments
WHICH are which?
55. Flight Instruments: Pressure Instruments
Altimeter
Shows if your altitude.
Vertical Speed
Indicator (VSI)
Shows the aircraftâs rate
of climb or sink.
Air Speed Indicator
Shows your aircraft`s speed.
Can be MPH or Knots.
56. Flight Instruments: Pressure Instruments
Two types of Air Pressure
There are TWO types of air pressure that
are used in Aircraft Instruments.
These are:
⢠Dynamic Pressure: Moving
⢠Static Pressure: Stationary, or âStaticâ
57. Flight Instruments: Pressure Instruments
Dynamic Pressure
This is âmovingâ pressure.
The faster you go, the
higher the pressure gets.
When you ride your bike
you feel this pressure in
your face.
A âPitotâ tube facing
forwards from the aircraft
senses this Dynamic
Pressure.
58. Flight Instruments: Pressure Instruments
Static Pressure
This is âstationaryâ pressure.
This is the pressure of the
air that you feel on you,
without noticing it.
A âStatic ventsâ are usually
placed on the fuselage sides
to sense the Static Pressure.
There are usually one each
side so as to average the
pressure as it may be
different each side during a
turn.
59. Flight Instruments: Pressure Instruments
Static Air Pressure
Static Pressure reduces with altitude.
Think of a giant tube filled with air.
The air has a weight, and the closer
to the bottom of the tube you stand,
the heavier that weight of air will be.
The air will be more âDenseâ.
This is sea level, so the air pressure
and density are greatest at sea level,
and reduces the higher up you go.
Aircraft instruments use this change
in pressure.
60. Pressure Instruments: Altimeter
Shows the aircraftâs Altitude ( or height).
Uses the STATIC pressure of the air, converted
into height ( usually in feet).
Has THREE indicator arrows:
Large â 20 ft increments
Medium â 200 ft
Small â Shows as a flag below 10,000â
Gauge shows what altitude?
2,920 feet
61. Pressure Instruments: Altimeter
Consider:
⢠Does air pressure change during a flight?
⢠Can air pressure be different at your
landing airfield to the one at which you
took off from?
Yes; it does so when you radio the tower during your landing
approach they will provide you with the local air pressure value.
This is called âQFEâ.
When you fly the simulator you should reset the altimeter to this
new pressure using the dial on the ASI at the 7 oâclock position.
Notice how this appears to alter your altitude.
62. Altimeter : Just to confuse you
In aviation we use three
types of reading for
altitude:
⢠QNE: The pressure
altitude from the ISA
standard day of 1013
hPa (mB)
⢠QNH: The pressure
altitude from sea level
⢠QFE: Actual pressure at
the airfield
We use QFE at the airfield
for our circuits.
63. Pressure: Air Speed Indicator (ASI)
Uses STATIC pressure & DYNAMIC
pressure.
The Dynamic pressure as sensed also
includes the Static pressure that was
around the aircraft.
By subtracting the Static Pressure from
the figure sensed by the Pitot Probe the
true Dynamic Pressure can be
determined.
This is then converted to the speed of the
aircraft on the instrument.
64. This is converted by the Air Speed
Indicator into the Aircraftâs (True) Air
Speed.
The ASI shows the aircraft to be
flying at 130 Knots.
Pressure: Air Speed Indicator (ASI)
Pressure sensed by the Pitot = Dynamic Pressure & Static Pressure
Pressure sensed by the Pitot â Static Pressure = Dynamic Pressure
65. The ASI shows the aircraft to be
flying at 130 Knots.
⢠The GREEN arc shows the normal
flying speed of the aircraft.
⢠The AMBER arc shows the
caution range. You can fly at this
speed in still air, gently.
⢠The RED arc is the never exceed
speed. Do not fly faster than this.
Pressure: Air Speed Indicator (ASI)
66. Pressure: Vertical Speed Indicator (VSI)
Uses STATIC pressure.
This instrument shows the rate at
which the aircraft is climbing or
sinking.
It usually displays hundreds of feet
per minute.
The instrument shows the aircraft
is climbing at just over 700 feet a
minute.
This instrument is especially useful
when gliding, as it shows when you
have entered a âThermalâ.
67. Flight Instruments: Gyroscopic Instruments
Turn & Slip Indicator
Shows if your aircraft is
making a coordinated turn
Direction Indicator
Shows the direction your
aircraft is flying
Artificial Horizon
Provides an artificial horizon
to show the attitude at
which your aircraft is flying
68. Flight Instruments: Gyroscopic Instruments
What is a Gyro?
A Gyro is a device that
features a rotating mass fitted
to a âgimbalâ.
This has the effect of making
the device remain in a fixed
point when it is spinning.
It can also be used to sense
movement in any direction.
Because of this it is used in a
variety of aircraft instruments.
69. Flight Instruments: Gyroscopic Instruments
Aircraft instruments fitted with
Gyros sense the movement of
the aircraft in the axis of
movement.
For example; one gyro is fitted
to sense the aircraft when it
pitches, and one is fitted to
sense when it rolls.
70. Flight Instruments: Artificial Horizon
The Artificial Horizon (AI), as the
name suggests, provides the
pilot with an âartificialâ horizon.
This is particularly useful when
they can`t see the real horizon
during a climb, turn or during
bad weather.
The brown area simulates the
ground, and the blue area
simulates the sky.
The AI shown here indicates
that the left wing is low, but you
are not climbing or diving.
71. Flight Instruments: Artificial Horizon
The orange arrow and the scale above
it shows the angle at which you are
banking.
The AI shown here indicates that the
aircraft is making a 10 degree turn to
the left.
To fly straight and level, the orange
bars should line up with the white line
between the white section and the
brown section of the instrument.
This will place the orange arrow on
the zero degrees mark at the top of
the instrument.
72. Flight Instruments: Turn/ Slip Indicator
The Turn and slip indicator
shows the pilot whether they
are balancing the turn of the
aircraft by using all of the
controls, or âslippingâ the
aircraft through the air.
Slipping can be thought of as
being similar to when a car
slides sideways during a turn.
73. Flight Instruments: Direction Indicator (DI)
The Direction Indicator is your
compass, but this one is
stabilised by gyros.
The normal magnetic compass
will only show true when it is
level, whereas the DI works also
when the aircraft is not straight
and level.
This needs to be lined up with
the magnetic compass regularly
during your flight.
This should form part of your
FREDA checks.
75. Flying Circuits: Objective Progress
⢠Understand the four forces affecting aircraft in flight
⢠Understand how aircraft wings generate lift
⢠Understand the three axis of flight & aircraft controls
⢠Identify the âsix packâ aircraft instruments, operation & use
⢠Understand the circuit
⢠Learn how to join the circuit
⢠Understand when & where to use radio
77. Flying in the circuit
Most aircraft accidents happen near airfields, so to make take-offs
and landings safer all runways operate a system called a âCircuitâ.
The circuit direction changes depending on the take-off direction.
The take-off direction depends on the wind, as aircraft should take of
into the wind.
The circuit is named after the runway direction (08) and the
flying direction, left shown here.
78. Flying in the circuit
The circuit has five components. These are:
⢠Take-off leg
⢠Crosswind leg
⢠Downwind leg
⢠Base Leg
⢠Final Leg, or âFinalsâ
79. Flying in the circuit: Take-off & Crosswind Legs
During these phases of flight the pilot should be ensuring that the
aircraft is at it`s best rate of climb speed as it climbs to circuit height.
The turn from take-off leg to crosswind leg usually takes place at
about 500 feet.
80. Flying in the circuit: Beginning of the flight
Beginning from the place at which the
aircraft is parked, you should call Air
Traffic Control and request permission to
start your aircraft.
They will advise the Fire Department.
âAirport Tower. [CALLSIGN].â
â [CALLSIGN] is a Grob Tutor. One person on board.
Request Start and Radio Checkâ
â [CALLSIGN] You are cleared to start. Readability Five.â
TOWER SAYS
âGo ahead [CALLSIGN]â
81. Flying in the circuit: Take-off & Crosswind Legs
After you have started the engine and
performed a series of checks to make
sure that everything is working, you ask
for permission to âTaxiâ to the runway.
Air Traffic Control will grant this and
advise of runway direction, wind /
direction and air pressures (QFE / QNH).
â [CALLSIGN] You are cleared to taxi to Holding Point Alpha
via the taxiway. Runway 25 Left in use. Wind 06 kts
270 degrees. QFE 1015 mb. QFE 1003 mb. Squark 7000. â
â [CALLSIGN]. Request Taxiâ.
This is a lot of information to remember so write it down. You also
need to repeat this to Air Trafic Control, who will correct you if you
have made a mistake.
82. Flying in the circuit: Take-off & Crosswind Legs
This is your âTransponder
Codeâ. The aircraft
broadcasts this to help
Radar identify you.
â [CALLSIGN] You are cleared to taxi to Holding Point Alpha
via the taxiway. Runway 25 Left in use. Wind 06 kts
270 degrees. QNH 1015 mb. QFE 1003 mb. Squark 7000. â
Notice that the wind
direction is almost
straight down the runway
Notice that the QNH (as it
is sea level) is higher
pressure than the airfield,
as it is not at sea level.
83. Flying in the circuit: Holding Point
You should now taxi to the
taxiway and carry out engine
power checks before lining up
at the Holding Point.
This is a line across the taxiway
marked with a letter; âAâ in this
case.
You then call the âTowerâ.
â [CALLSIGN]. Ready for
departureâ.
[TOWER] â [CALLSIGN] Line up and waitâ
The âTowerâ will ask you to line up on the runway, but not take off
[YOU] âLine up and wait [CALLSIGN] â
84. Flying in the circuit: Take Off
When it is safe, the âTowerâ will
give you permission to take off.
â [CALLSIGN] Cleared for
take off. Wind 06 kts
270 degreesâ
Notice that they will repeat the
wind, as it may have changed.
You repeat the clearance.
â Cleared take off
[CALLSIGN]â.
NOW IT GETS
EXCITING !!
85. Flying in the circuit: Take Off
⢠Ensure your brakes are OFF and the steering is CENTRED;
⢠Apply FULL THROTTLE and the aircraft will start to move;
⢠Accelerate to Take OFF Velocity, ( Cessna 150, 55kts);
86. Flying in the circuit: Take Off
⢠At your Take OFF Velocity (V2)
ease back on the controls and the
aircraft will begin to lift off the
runway;
⢠Adjust the aircraft attitude to
achieve the best rate of climb,
( Cessna 150, 65kts.)
⢠If you are going too fast then
ease the controls back
further.
⢠If you are going too slowly
then push the controls
forwards to reduce the angle
at which you are climbing.
87. Flying in the circuit: Take Off
⢠Use the Artificial Horizon to ensure
that your wings are level ( unless
you are taking off in a crosswind).
There will be no crosswind in the
simulator.
⢠Note the Vertical Speed Indicator
will be showing a positive rate of
climb.
88. Flying in the circuit: Take Off
⢠Use the Direction Indicator to ensure that
you are still in line with the runway as you
climb. You won`t be able to see it.
⢠In this example you took off from Runway
25 Left, so you should be flying a heading
of 250 degrees.
⢠Check your Turn & Slip Indicator
occasionally to make sure all your
movements are coordinated.
89. Flying in the circuit: Take Off
⢠At about 500â carry out a slight 90 degree LEFT turn ( as the circuit
direction is left) onto the Crosswind Leg. Turn no sharper than 10
degrees of bank;
⢠Continue climbing until Circuit Height
⢠Once at Circuit Height, level the aircraft`s attitude, let the speed
climb to cruise speed ( Cessna 150, 80kts) then reduce the throttle
to cruise power ( about 60%).
90. Flying in the circuit: Downwind Leg
The downwind leg is when you fly parallel to the runway.
Airfields have a stated âcircuit heightâ. This is the height that you will
be at when flying the downwind leg.
The circuit height at St Athan is 800â, whereas the circuit height at
Swansea is 1000â.
91. Flying in the circuit: Downwind Leg
During the downwind leg you should:
Call Air Traffic Control to report your intension; for example:
â [Callsign] Downwind to landâ
92. Flying in the circuit: Downwind Leg
During the downwind leg you
should assess the airfield,
and decide if it is safe on
which to land.
You should also call Air Traffic
Control to report your
intension; for example:
You should also check that
your aircraft is safe to land by
carrying out the BUMFICH
checks.
â [Callsign] Downwind to landâ
Air Traffic Control will
probably ask you to report
when you are on âFinalsâ.
Your reply is:
âWilco [ Callsign] â
93. Flying in the circuit: BUMFICH Checks
B Brakes Operational
U Undercarriage Down
M Engine Fuel Mixture set to RICH
F Fuel. Sufficient for a go-around
I Instruments. Altimeter set to airfield âQFEâ
C Carburettor heat to hot ( to stop icing)
H Hatches & Harnesses secure
94. Flying in the circuit: Base Leg
Following the downwind leg you turn 90 degrees onto the Base Leg.
Here you begin your descent to land.
Generally you need to apply carburettor and then heat reduce the
throttle / engine revs ( from 2100 to 1700 in a Cessna 150) and start
lowering your flaps.
Lowering your flaps will slow the aircraft down, by providing more drag.
They will also provide more list at the slower speed at which you are
flying.
Once flaps and throttle are set you should Trim the aircraft to it`s landing
speed. ( 65 kts in a Cessna 150).
At St Athan your height should drop from 800â on the downwind leg to
between 400 ft â 500 ft when you turn onto Finals.
Watch your AIRSPEED. It can drop off too quickly. If it does add throttle.
95. Flying in the circuit: Final Leg, or âFinalsâ
Just before the wingtip lines up
with the runway you should
turn 90 degrees onto the Final
Leg.
Here you begin your descent to
actually land on the runway.
Balance your height for speed.
Point the nose of the aircraft
down if you are too slow.
If you are too fast reduce your
throttle / engine revs.
You may need to lower your
flaps another setting if you are
too high on the approach.
WATCH
YOUR
SPEED
96. Flying in the circuit: Final Leg, or âFinalsâ
You should call Air Traffic
Control to let them know that
you are âOn Finalsâ. âFinals to landâ.
[Callsign]Air Traffic Control will either
clear you to land, and tell you
the wind speed and direction,
or tell you to âContinueâ.
âContinueâ does NOT give you
permission to land.
Air Traffic Control may tell you to
âGo aroundâ if it is not safe to land.
If this happens apply full throttle
and begin to climb and re-fly the
circuit.
97. Flying in the circuit: Landing
At about the height of a double-
decker bus you should âFlareâ.
This means that you should no
longer be facing downwards. You
should start to fly the aircraft
parallel along the runway.
The aircraft speed will drop off,
and as it does it will get closer to
the ground.
You should ease back on the
controls as it does this to raise
the nose slightly.
If all goes well the mainwheels will
touch the ground just before the
nose wheels.
WATCH YOUR SPEED
98. Flying in the circuit: Landing
You should look at the far end
of the runway once you have
flared, not the area directly in
front of you.
In a REAL aircraft you will feel
the âGround Effectâ once you
are nearly on the ground.
This will greatly reduce your
drag and make you feel like the
aircraft is floating.
Keep the controls back and
allow the aircraft to sink gently
into this.
DO NOT POINT DOWN.
99. Flying in the circuit: Landing
Notice how the aircraft should âflareâ during landing, and the
AoA increases as speed decreases.
100. Flying in the circuit: Landing
Once you have touched
down safely steer the aircraft
using the Rudder pedals.
These are attached to the
nosewheel steering., so will
steer the aircraft on the
ground.
Slow the aircraft down by
applying the brakes, which
are fitted to the toe end of
the rudder pedals.
You can steer also by using
one brake only at a time.
101. Flying in the circuit: Shutting Down
Once you have taxied to where
you are parking the aircraft you
should stop and apply the Parking
Brake.
You should then carry out the
checks on the aircraft before
shutting down the engine.
To stop the engine pull the
MIXTURE lever to fully LEAN.
This will starve the engine of fuel.
Once the engine stops, turn off
the ignition and place the key on
the dash board.
102. Flying in the circuit: Radio (Pilot)
âFinals to landâ
[Callsign]
âDownwind to landâ.
[Callsign]
BUMFICH
103. Flying in the circuit: Radio (Air Traffic Control)
â[Callsign]
Cleared to land.
[Wind & Direction]
â[Callsign]
Call Finalsâ
104. Flying Circuits: Objective Progress
⢠Understand the four forces affecting aircraft in flight
⢠Understand how aircraft wings generate lift
⢠Understand the three axis of flight & aircraft controls
⢠Identify the âsix packâ aircraft instruments, operation & use
⢠Understand the circuit
⢠Learn how to fly the circuit
⢠Understand when & where to use radio
107. MOST aircraft crashes happen at
or near air fields.
When joining the circuit at an
unfamiliar or busy air field you can
request the âTowerâ to allow you
to join in the âOverheadâ.
In this case you fly into the
airfieldâs âControl Zoneâ ( the area
looked after by Air Traffic Control),
at a height above that of the
circuit.
This is normally around 2000â.
This allows you to have a good,
safe look at what is happening on
the ground and in the circuit.
The Over Head Join
108. You should fly at 2000â over the
Downwind Leg, and aim to cross
the âPiano Keysâ at the end of the
runway where aircraft are landing
at this height.
You should the descend on the
âDead Sideâ of the airfield, calling
your position.
The Dead Side is the side opposite
to the Downwind Leg.
Fly over the piano keys at the
Crosswind end of the runway at
Circuit Height.
This places you on the Crosswind
Leg at the correct circuit height.
The Over Head Join
âDead side,
descendingâ.
[Callsign]
110. Flying Circuits: Objective Progress
⢠Understand the four forces affecting aircraft in flight
⢠Understand how aircraft wings generate lift
⢠Understand the three axis of flight & aircraft controls
⢠Identify the âsix packâ aircraft instruments, operation & use
⢠Understand the circuit
⢠Learn how to join the circuit
⢠Understand when & where to use radio telephony
113. When you have your Air Experience
Flight you will hear the Pilot talking
to Air Traffic Control.
This is part of âRadio Telephonyâ;
the use of radio equipment.
We have practiced this throughout
these exercises.
Radio Telephony
But what happens if the radio fails?
114. Radio Telephony
If you loose radio contact with the
âTowerâ they can use a bright light
to communicate with you.
But HOW do they know?
115. Aircraft are usually fitted with a âTransponderâ that transmits an
identifying signal that is seen on radar screens.
Modern Transponders can report the aircraft altitude (Mode C),
and some are able to warn of traffic proximity (Mode S).
The digits run from 0000 to 7777, and each Air Traffic unit has
its own code.
Radio Telephony: Transponder
116. The Transponder is normally selected to 7000 in the UK
until allocated a four digit code by Air Traffic Control.
This is referred to as âSquarkâ. For example: âSquawk 7000â.
DLH â Deutsche Lufthansa
1670 â transponder code
H â Heavy
A340 â Aircraft type
EDDL â Europe, Deutschland, Dusseldorf
220 - altitude (Mode C)
240 - airspeed
FL280 - allocated flight level (28,000 ft)
Radio Telephony: Transponder
If radio failure occurs, aircraft
should select and squawk 7600.
The Transponder return on radar is shown above
117. There are standard â7 Codesâ used by aircraft. These are:
Radio Telephony: Transponder â7â Codes
7000: Standard code in UK if no other has been allocated
7004: Aerobatic display code (UK)
7500: Aircraft hijacking (WORLDWIDE)
7600: Radio Failure
7700: Emergency (WORLDWIDE)
118. Radio Telephony: Radio Discipline
As with all types of radio use, there are certain rules that
make your transmissions easier to understand.
It is good Airmanship to maintain radio discipline, âNo need
to transmit, is need enough not to transmitâ.
⢠Do not âtrampleâ on someone elseâs call. Wait for a gap;
⢠Keep radio transmissions brief and to the point
ONLY TRANSMIT IF YOU NEED
TO COMMUNICATE
⢠Be ready to relay a radio message if you can hear both
stations, but one of them is unable to hear the other. This
might be in event of a âMAYDAYâ call.
120. Flying Circuits: Objective Progress
⢠Understand the four forces affecting aircraft in flight
⢠Understand how aircraft wings generate lift
⢠Understand the three axis of flight & aircraft controls
⢠Identify the âsix packâ aircraft instruments, operation & use
⢠Understand the circuit
⢠Learn how to join the circuit
⢠Understand when & where to use radio telephony