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RMIT Flight Training Circuits RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 1 Brief 9 CIRCUITS Aim: To safely take-off, fly a complete circuit and land correctly, understanding all factors involved. Application: Practise take-off and landing techniques Practise circuit procedures Revision: Circuits are a combination of everything learnt so far! Climbing PAST Climbing Turns BBB S&L ASPT – ALAP Medium Level Turns BBB Descending PAST Descending Turns BBB Stalling symptoms Definitions: Circuit - a rectangular pattern flown around the runway in use. The standard circuit is in a left-hand direction with all turns made to the left. Take-Off Distance - the distance from the start of the take-off run to the point where the aircraft reaches 50ft AGL. Landing Distance - the distance from 50ft above the runway landing threshold to where the aircraft comes to a complete stop. Go-Around - where the aircraft conducts a “baulked approach” and executes a climb to rejoin the circuit prior to touching down. Maximum Take-Off Weight - maximum permissible weight according to the POH, at which the aircraft may take-off. C172 MTOW = 1111kg Maximum Landing Weight - maximum permissible weight at which an aircraft may land C172 MLW = 1111kg RMIT Flight Training Circuits RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 2 Brief 9 Principles: STANDARD CIRCUIT PATTERN – C-172/DAY Turn radius at 75 Knots 0.4 nm. Medium Level Turn radius at 110 Knots 0.3 nm. Turn radius at 75 Knots 0.4 nm Medium level Turn radius at 110 Knots 0.3 nm 0.8 nm to configure with flap and descend from 1000’ to 700’. 0.8 nm to climb from 700’ to 1000’ and level off with A.S.P.T. 1.0 nm final gives a 5° approach profile. Commence final turn 1nm past landing threshold. (2 chords lengths) 45 seconds past upwind threshold at 110 knots = 1.4 nm 1.5 nautical mile downwind leg. 15 knots all headwind. 500 feet at 1nm. RMIT Flight Training Circuits RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 3 Brief 9 Considerations: Wind Take-Off into wind provides: shortest ground run lowest ground speed best directional control best obstacle clearance Landing into wind provides: shortest ground run lowest ground speed steeper approach Flap Take-off with flap provides: L at slower speed slower rotate speed shorter ground run better obstacle clearance used primarily for STOL Landing with flap provides: L at slower speed reduced VS D AoD better forward visibility Weight - Wt, acceleration. Therefore aircraft must be faster to produce same amount of L. Thus increases TOR. Surface - The rougher the surface, the more friction present. This increases deceleration and decreases acceleration. Thus LDR decreases and TOR increases respectively. Temperature - temp, density, decreasing engine output. Thus decreasing take-off performance. FLYING THE APPROACH When learning to fly, probably the most difficult concept to develop is the one of flying the approach to land. An understanding of what is NOT correct and why it is so difficult to remedy can help the student appreciate the importance of learning to fly the aircraft into the approach slot. By this we mean the ON PROFILE / ON SPEED FINAL. The hardest situation to correct in this case is when the aircraft begins the final approach in the wrong configuration, off the approach path angle and at a speed that differs from the correct approach speed. BELOW PROFILE ON PROFILE ABOVE PROFILE RMIT Flight Training Circuits RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 4 Brief 9 OFF – PROFILE / OFF SPEED FINAL A poorly judged final with an off speed situation as well as off profile, will require the pilot to adjust both attitude and power. In the two situations below an attitude adjustment for the airspeed will cause further deviation from the flight path and www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：RMIT Flight Training RMIT飞行训练
