Visual Recovery and Circuits

Question 1

What checks must be completed prior to recovery?

Answer 1

FIRADS
Fuel - Contents and balance (+ implications)
Instruments/PFD - Check
Radios - Freq., XPDR & TCAS set as req.
Altimeters - Set, cross checked, RADALT as req.
DEFOG/VENT - As req.
Safe Height/Altitude - Confirm

Question 2

What stud is Valley Approach on?

Answer 2

5

Question 3

How should you set the heading bug and track bar during visual recovery?

Answer 3

Track bar - Runway track
Heading bug - Downwind track

If using FMS, no track bar but can press NAV on the UFCP and set the runway heading at W4

Question 4

What is the frequency of the Valley TACAN?

Answer 4

108.4

Question 5

What speed and height is the standard circuit join flown at?

Answer 5

180 KIAS, 1000ft

Question 6

What is the min speed you must join if a Hawk is behind you at initial, and what kind of join must you carry out?

Answer 6

240 KIAS
VRIAB (No less than 1/3 of the way down the runway for the break)
Solo studes not cleared VRIAB = SIA

Question 7

At approx. what distance from initial should you contact Tower?

Answer 7

3 nm

Question 8

Where is ‘initials’?

Answer 8

3 nm from the runway threshold, offset slightly to the deadside.

Question 9

What is the circuit direction of runway 19 at Valley?

Answer 9

RH

Question 10

What is the circuit direction of runway 31 at Valley?

Answer 10

RH

Question 11

What is the circuit direction of runway 13 at Valley?

Answer 11

LH

Question 12

What is the circuit direction of runway 01 at Valley?

Answer 12

LH

Question 13

What is the circuit direction of runway 04 at Mona?

Answer 13

RH

Question 14

What is the circuit direction of runway 22 at Mona?

Answer 14

LH

Question 15

How can you assess the wind, and determine how to compensate for it, when joining the visual circuit?

Answer 15

Wind passed by ATC
Windsock
Dynamic windspeed readout on the PFD and TSD

Question 16

What TQ do you set at the upwind end of the runway and approx. what AoB should be used for the upwind turn?

Answer 16

15% TQ, 45 degrees AoB - Speed will decay towards 140 KIAS

Question 17

To approx. what setting should the power be increased on the downwind leg of a normal circuit?

Answer 17

30% TQ, maintain below 150 KIAS

Question 18

After T/O, once the aircraft is clean, how should the climbing upwind turn be flown?

Answer 18

Reduce power to approx. 70% TQ and adjust climb attitude to maintain a 5 degree climb (FPM).

Approaching 140 KIAS, raise the nose to approx. 7-8 degrees NU. Maintain 140 KIAS.

At 500ft, after lookout, roll to approx. 45 degrees AoB (think wind!).

With approx. 100ft anticipation, set 30% TQ and allow the nose to drop level at 1000ft QFE, 140 KIAS. Continue the turn on to the runway reciprocal with correct spacing (1/3 AoB anticipation for roll out).

Question 19

Describe the actions to be taken on the downwind leg during a normal circuit

Answer 19

Steady downwind, 140 KIAS

Call “C/S downwind, ‘intentions’”

Check heading and runway spacing

FRC checks started at an appropriate point to achieve a target speed of 125 KIAS abeam the landing threshold.

Use power if req. to maintain 125 KIAS once gear and flap have been selected (and amend point at which the checks are started on the next cct to achieve 125 KIAS abeam the landing threshold).

Question 20

Describe how the final turn is flown for a normal circuit

Answer 20

As the landing threshold appears behind the wing, set 18% TQ.

Once the two diagonal corners of the piano keys are aligned, start the final turn (amend according to the wind).

Roll to 30 degrees AoB, allow the nose to lower to achieve 7 degrees ND FPM.

Confirm speed < 150 KIAS, then select land flap.

Make final RT call.

Fly 10.5 AoA on the E bar (centre) - make a ‘common sense’ check of speed to confirm E bar functioning. Approx. 110 KIAS.

Check height halfway round (600ft), adjust attitude as req.

Scan the PAPIs, looking for one red, three whites. At this point, raise the nose to 3 degrees ND FPM to capture 2 reds, 2 whites. Might need a small power increase to maintain 10.5 AoA.

Roll out should be approx. 200ft QFE and 4000ft from the threshold, with it appearing at 3 degrees ND in the HUD (2 reds, 2 whites).

Question 21

What is the max AoB to be used on the final turn?

Answer 21

45 degrees

Question 22

What ND flight path (FPM) should the final approach be flown at for a normal circuit?

Answer 22

3 degrees

Question 23

What is the approx. speed around the final turn for the AoA bar ‘common sense’ check?

Answer 23

110 KIAS

A strong tightening crosswind or heavy weight could increase this significantly.

Question 24

What height should you be halfway around the final turn on a normal circuit?

Answer 24

600ft

Question 25

What height should you be when rolling out on final during a normal circuit, and how far should you be from the runway?

Answer 25

200ft QFE
4000ft

Question 26

What AoA are the top, middle and bottom brackets of the E bar?

Answer 26

12, 10.5, 9

Question 27

For a pitch correction of +/- 2 degrees around the final turn to adjust RoD, approximately what TQ correction must accompany it to maintain AoA?

Answer 27

Approx. +/- 5%

Question 28

What must you do if the E bar moves below the FPM (i.e. AoA > 12 units)?

Answer 28

Immediately apply power to reduce AoA

If this is effective and resolves the issue, continue the turn. If it does not, a go-around must be initiated.

Question 29

If you need more than 45 degrees AoB to make it round the final turn without overshooting the centreline, what action should you take?

Answer 29

Go around

Question 30

If you roll out of the final turn with an AoA of >10.5 units what must you do?

Answer 30

Immediately apply power to correct

Question 31

Where should the FPM be aimed during final and at what FPM ND angle on the HUD?

Answer 31

Put the FPM at the top of the numbers
3 degrees ND

Question 32

Where should you place the FPM when on final in a strong crosswind?

Answer 32

On the ‘into wind’ side of the runway, in line with the top of the numbers.

Question 33

How will the PAPIs change during final (noting that some airfields have them configured differently)?

Answer 33

Roll out from final turn - 2 reds, 2 whites

During the final approach - 3 red, 1 white

Just before touchdown - 4 reds

Question 34

What should you continuously scan during the final approach?

Answer 34

Aim point and AoA

Question 35

What does the control column control during the final approach?

Answer 35

The position of the FPM, and therefore the approach angle to the runway

Question 36

What does the throttle control during the final approach?

Answer 36

AoA
Power increase = Reduce AoA (pushing the E bar)
Power decrease = Increase AoA (pulling the E bar down)

Question 37

Approx. what speed should you be during final when at 10.5 AoA?

Answer 37

100 KIAS, dependent on AUW

Cross check AoA with speed to confirm that 10.5 units equates to 100 +/- 5 KIAS on short final.

Question 38

What must you do if the AoA increases ABOVE 12 units (top of the E bar) at any time on the final approach until you are preparing to execute the landing flare?

Answer 38

Immediately apply power and correct. If correction not instantly effective, go around

Question 39

During your cross check of 10.5 AoA and speed on short final you notice an inconsistency, what actions should be taken?

Answer 39

Cross check speed with the BFI and the circuit flown with reference to speed iaw with HUD off technique.