circuits, take-off and landing – lesson 7 - Sport Aviation Corp

FLIGHT TRAINING MANUAL LESSON 7
CIRCUITS, TAKE-OFF AND LANDING – LESSON 7
AIM: To safely take the aircraft off the ground and fly an accurate circuit and
approach followed by a good landing.
The importance of the circuit is to provide a safe and organised traffic pattern for
aircraft joining, exiting and flying within the vicinity of an aerodrome.
In this session all of your flying skills you have learned will now be called upon.
Taxiing, climbing and descending, straight and level, turning, being aware of
stalling and minimum safe speeds for the approach.
PRE TAKE-OFF CHECKS
Your last chance to check the aircraft for a safe flight is the pre take-off check.
This should be performed well clear of the runway in use and normally facing the
oncoming landing traffic (Unless a strong wind necessitates facing into wind,
then a clearing turn must be done to again check for landing traffic).
T
M
F
F
I
H
C
T
TRIM SET - THROTTLE FRICTION TIGHT - SMOOTH IDLE
MIXTURE RICH - CHOKE FULLY OFF
FUEL TAP ON - PUMP ON - CONTENTS SUFFICIENT FOR FLIGHT
FLAPS SET AS REQUIRED FOR TAKE-OFF - ½ NORMAL TAKE-OFF,
FULL FLAP SHORT TAKE-OFF
IGNITION, CHECK FOR ROUGH RUNNING - INSTRUMENTS SET
AND CORRECT
HARNESS SECURE, HELMETS SECURE, HATCHES SECURE
CONTROLS FULL AND FREE MOVEMENT WITH CORRECT SENSE
TRAFFIC, CHECK BEFORE TAKE-OFF AND WINDSOCK DIRECTION
UNCHANGED
TAKE-OFF
Always use full runway available. Line up and straighten nose wheel. Smoothly
apply power and check RPM at maximum.
Control direction with rudders (A tendency to yaw – Torque, Slipstream).
Raise the nose wheel using the stick and let the aircraft climb away at the best
rate of climb speed (Lift off too early and the aircraft will mush and tend to roll).
Climb straight ahead aiming for a reference point and level off at 500 feet.
CROSSWIND LEG
Check for traffic and make a 90 degree level turn in the direction of the circuit
and correct for drift (This is the crosswind leg).
DOWNWIND
At 45 degrees to the runway end, check for traffic and make a 90 degree level
turn in the direction of the circuit (this is the downwind leg). On this leg we check
for parallel track to the runway and correct for drift. Commence pre landing
downwind checks top to bottom scan check:
B
U
BRAKES OFF,
UNDERCARRIAGE, DOWN & LOCKED
© SPORT AVIATION CORP LIMITED 1 of 2 SAC TRAINING SCHOOL

FLIGHT TRAINING MANUAL LESSON 7
M MIXTURE (CHOKE), RICH
F FUEL SUFFICIENT, PUMP ON, FLAPS SET,
H HARNESS AND HATCHES SECURE, (WINDSOCK AND TRAFFIC).
BASE LEG
At 45 degrees to the runway end, check for traffic and make a 90 degree level
turn toward the runway and correct for drift (This is the base leg).
FINAL LEG
As you approach the extended centerline of the runway, check for approaching
traffic and prepare for a 90 degree turn onto the final leg still holding 500 foot
AGL (above ground level). Line up with the centerline of the runway and apply
landing flap. Adjust the final approach path by using attitude to control speed
and power to control descent.
LANDING
The landing sequence is the hardest to master and no two are ever the same.
The landing is broken into three sections – The approach – The round out – The
flare.
APPROACH
Once you are tracking the centre line on the final leg and correcting for drift,
reduce power to start the descent (4000rpm).
As the aircraft slows, gently lower the nose to keep at your safe approach
speed.
Hold a stable descent attitude aiming to safely clear any obstacles on the
runway boundary.
Use power to control the approach speed. Select flaps as required (Only after
power and speed has been reduced).
ROUND OUT
After holding the approach line aiming for your landing spot you must decide
when you are going to round the aircraft out. Normally this would be done at
approximately one wing span from the ground where you would gently ease
back on the stick and curve the flight path of the aircraft to a point parallel with
the runway approximately one metre above the ground.
At the same time, slowly reducing the power so as not to balloon because of
excess speed.
THE FLARE
Once you are parallel at approximately one metre above the runway with the
power smoothly being reduced, offset any sink with stick (elevator) by
progressive raising of the nose (this is the flare).
A good landing is made on the main wheels while the nose wheel is held off to
assist with aerodynamic braking. (At no time should the stick be pushed forward
while landing except for loss of directional control).
Don’t lower flaps above recommended speed.
Don’t lower nose on finals before power is reduced.
Always clear left after landing.
If runway is obstructed, go around passing to the right of other aircraft.
Notes:
© SPORT AVIATION CORP LIMITED 2 of 2 SAC TRAINING SCHOOL