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Circuit Training
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It is essential that all pilots are fully conversant with RAAF Standard Circuit Procedure. It is a high traffic density, high workload area and needs to be fully understood if things are to go smoothly. How silly is it to die in a landing accident or collide with one of your Squad mates after blasting JG11 buttts all over the sky!
Desired Learning Objective: To acquire a working knowledge of circuit operations, entry and departure procedures, radio calls etc. RAAF Circuit. 1. INTIAL or UPWIND Note Runway Heading! Take Off and Climb Out at T100. (IL2 has a problem that you can't exceed S180 on the ground so rotate at about S160, get away from the ground, Gear UP and accelerate by easing the nose forward {but do NOT descend} and retract the flaps) 2. CROSSWIND At A150 commence a turn to the left through
180 degrees from the Runway Heading through what was called the CROSSWIND leg and roll out on Downwind Heading {should be reciprocal of Runway Heading} . 3. DOWNWIND Continue climb and level off at A300 above the
airfield, set about T50 and fly the downwind leg parallel to and about 2KM from the runway. At the end of Downwind is where we get busy and the fun starts! It is also where most people destroy a perfectly good landing, miles away from the runway! Approaching the end of DOWNWIND have a good look out for traffic all around 4. BASE When the threshold is 45 degrees behind your shoulder start your Base Turn, make your radio call "Trojan 1 BASE 24!" and at the same time reduce thrust to T0 (Idle), select Flap 1 {Combat} and the lower the Landing Gear. {Told ya you'd be busy!} 6. FINAL Extend Flap 2 {Takeoff Flap} and maintain the centreline with the aircraft descending smoothly along a 3 degree glidepath to a point ONE THIRD of the runway length from the threshold, close the throttle to idle and greeeeease it on. Jobs Right! Refer to diagrams below for pictorial guides. Most circuits are left hand but due to built up areas or terrain some airfields do have right hand patterns. Today we will stick with LEFT circuits at Novorossisyk. First thing to do is to know what Magnetic direction the runway faces as all positions in the circuit will be relative to that. We always land and takeoff INTO WIND and that determines which runway way we use. So you need to know the Magnetic direction of the runway centreline. This a 3 digit compass direction but is always rounded to the nearest 10 degrees and shortened to 2 digits only. There are in fact 2 runway on every strip of tarmac, on facing one direction and one facing the opposite or 'reciprocal' direction. The runways at Novo have a Magnetic direction of 242 and 062 degrees so will be called RWY24 and RWY06. The decision to what runway to use is based on the wind, and will be nominated by your Flight Lead. Before we line up ensure that the approach area is clear and that you have broadcast your intention to occupy the runway and which way you will be departing ie staying in the circuit, or heading out North or South etc.
If you are unsure of your headings then when you
line up on the runway for take off, look at your Compass. The figure
at 12 O clock will be your approach heading. Then look in the 6 o'clock position and
you will see your Downwind Leg heading. Simple eh? no need to judge whether you are in the correct orientation to the runway by eye any more. The Next Heading If for example your UPWIND heading is H242 then if
you are flying left hand circuits then look at the compass and see that the DOWNWIND leg is H062 and the BASE leg is H332 should you need to square off the circuit at all.
So here we are lined up ready to go on RWY24. Our first leg is called the INITIAL or UPWIND leg which you fly after take off or when joining the circuit but more on joining later. After the gear is up we accelerate to flap retraction speed, raise the flaps (We use only COMBAT flap for takeoff in IL2 unless operational considerations dictate otherwise) and then climb on our upwind heading until A200. On reaching A200 turn left through 180 degrees (30 degrees bank angle is good for now) onto H062DOWNWIND leg. Remember we fly OVAL circuits and so the turn from UPWIND through CROSSWIND to DOWNWIND (H062) is one continuos turn at about 30 degrees angle of bank. This all sounds easy, but in the last few seconds you have altered HDG by 180 degrees, levelled off at A300 AGL, reduced thrust to about T5% and done your After Takeoff Checklist; {Gear UP, Flaps UP etc} as well as listen to the radio, keep a lookout and ensuring you are not conflicting with other traffic. Unless you are in combat it may be an idea to pop smoke on and off when resolving conflicts when the circuit area is congested but being the gun eagle-eyed fighter jocks we are we don't need none of that sissy stuff.. just watch how smooth we grease this baby on!
So we should find our self trimmed out, flying level at A300 and T50 (should equal about S350) or so and about 2KM abeam the runway and if you are correctly spaced then the centreline should be running down the outer third of the trailing edge of our wing or just along the wingtip is ideal. Abeam the landing threshold we reduce to T0 and keep a good lookout:
Summary of RAAF Procedure: Also see Circuit SOP
Pre Takeoff:
Note Runway Heading and elevation
Select Flap 2
Radiator Open
Open map, adjust scale and note track to first WP, and the position of BE and RV. It is a good habit to always have your BE position in your head.
Lock Tailwheel
Ensure Trims set for Takeoff
Brakes ON, start engine and turn at least 45 degrees LEFT so you can see the guys behind and in front. Wait for your Section Leaders call to roll.
NOTE:
Remember! Due to Net lag it is wise to wait until the aircraft in front is visibly
moving ahead before brake release. 2 seconds is plenty. From the 'cocked 45 degrees' position start your takeoff as soon as you see the next in line straighten up and apply power for Takeoff. The time taken to straighten up and get full power on will ensure he is well clear. Also use the offset to Left/Right of runway centreline iaw SOP.
As soon as you are airborne and climbing, select GEAR UP. S170 should be your target here.
At A100 lower the nose to get the aircraft accelerating and select Flap1. Note VSI indication and ensure you do not sink. Be ready to retrim as the aircraft will pitch nose down as you retract flap.
As speed increases through S190 select Flap Up. Again retrim. The VSI is your friend here. Select an attitude that ensures you do not sink. Find a reference point in teh cockpit somewhere in front of you and note where the horizon 'cuts' through the airframe {eg in the P39 for me it is where the sides of the cockpit and the green canopy supports meet to form a convenient V, the Yak series has a grey metal plate with rivets in it just under the gunsight, place this parallel with the horizon etc} and hold that attitude through flap retraction sequence until you have accelerated to at least S220. Maintain runway heading until cleaned up and accelerating away.
Start a continuous turn to DOWNWIND Heading at about 30 degrees AoB and roll out on the reciprocal of the Runway Heading you noted before takeoff.. you did note it didn't you? ;)
You should be accelerating all the while to about S280 to S320
As the aircraft accelerates remember to trim Nose Down. You should be able to release the stick at any time without a pitch change.
At A300 AAL set about T50 and check spacing so runway centreline is running down your wingtip {approx 2KM}
When runway is approaching 45 degrees behind you start turn onto Base, reduce thrust to commence deceleration. When speed is under S290 (T20 as a starting guide), select Flap1, GEAR DOWN, and make call "XXX BASE Runway XXX!"
Commence a gentle descent at not greater than A200/minute and keep the gunsight tracking along the horizon or where it would be if you could see it. Aim to roll out on final with gunsight centred halfway up runway and keep it there. Adjust power to control speed.
When speed is appropriate (about S230) select Flap 2 and again about T20 will give you final approach speed of about S190 or so. Hey Presto! you are on Glidepath. Flap 2 is landing setting for flaps unless operating into very short strip or find yourself very hot/high.
Turn FINAL not less than A200 and S180
Gunsight halfway up the runway at all times
Touchdown not less than 300M into runway. Usually this is abeam the first taxiway on concrete strips. Do not to try and land on the piano keys. These are all big runways. Save the shortfield technique for later
Roll out and vacate iaw SOP.
Again note the ONLY radio call you make is the Base Call unless you are Going Around.
This concludes the circuit summary. Below you will find extensive training notes.
This lesson requires the student to already be competent and confident in Basic Aircraft Handling Techniques, understand effects of controls, simple navigation and of course taking off, landing, climbing, descending, turning, flying straight and level, increasing and decreasing speed. In the real world many hours are spent in the circuit and training area practicing all of these and it isn't as easy as you might think. A typical problem in IL2 is wondering why your aircraft doesn't keep up with the rest, the answer is simple but not obvious and is discussed in later training. If at any time you need any assistance with any of this just ask you friendly QFI.
Remember H = HEADING, T = THRUST, S = SPEED and A = ALTITUDE
Now here is the BIG SECRET to flying a good approach and landing. Keep the gunsight tracking along the horizon so as to have it HALFWAY up the runway {abeam the Tower} as you establish on Final and KEEP IT THERE!
So now as speed reduces to around S190 reintroduce thrust to about about T19 and STABILIZE in a gentle descent at normal approach speed {S180}and Rate of Descent {RoD} about A150 per minute. In the real world Base leg is simply a continuous turn from Downwind to Final and you should aim to be established on FINAL {that means tracking along the runway centreline} not lower than A200
Know your Circuit Headings, the best time to find them is before take off. To make things easy all you have to remember is each turn is through 180 degrees to the left or right. The aircraft should be banked about 30 degrees when turning.
As we reach a position on the DOWNWIND leg where the TDZ (Touch Down Zone) or Runway Threshold is 45 degrees over our left shoulder we start a turn through 180 degrees onto FINAL leg (H332), a 30 degree banked turn is about right for our OVAL circuit. As we start our turn we do our: Landing Checklist the mnemonic is BUMPF Brakes Off Undercarriage
Down Mixture Rich Pitch Fully Fine Fuel sufficient for a go
around
Reset thrust to about T19 (if not already then you going too fast) and call "XXX Left Base 24" We should now be in a gentle descent. If there is one place to stuff up a simulator circuit this is IT! Many ppl descend much too quickly and early and then find themselves way too low and either hit the ground before the runway or have to drag it in with huge gobs of power. Most of the trick is to fly a well rehearsed pattern, step by step and this will ensure a stabilized approach which is what we do every day in the real world. So keep the thrust at about T20 and lower the second stage of flap (Takeoff setting in IL2) when established on Final. Your should be a shade under S200 and S180 is a good target. Keep looking at the threshold, we are making an OVAL turn again and it won't hurt if you are not exactly aligned with the runway centreline yet so that you can keep the threshold in view beside the nose.
When you are established on FINAL (H242) you should be no lower than 200M and you should keep your gun cross HALFWAY up the strip. Do not attempt to keep the TDZ in sight from here on unless you are exactly on the correct glide path or even a little high. Most ppl are low here so use the Guncross technique.
It is said a good landing is made from making a good approach and never a truer word was spoken. The proof is only moments away :)
I cannot stress enough how important a stabilized approach is. If you do not have the speed within about S20 of your target, the guncross halfway up the runway and the aircraft trimmed and configured then NOW is the time to Go Around! ie Full Power, positive rate of climb, Gear Up, Flap Up and start again.
Reduce speed to about S160 for the TOUCHDOWN keeping the guncross halfway up the runway. This is our AIMING POINT. These three pics from another sim also show what the runway SHOULD look like when on the correct glidepath (incidentally it is 3 degrees for just about every aeroplane in the world. Try and draw that angle with a protractor and see how shallow it is.<
TOO HIGH CORRECT TOO
LOW
If you are flying Too Fast reduce power, retrim and hold the Guncross on that aiming point! You want S180, no more no less.
If you are Too High close the throttle, lower the nose and STILL hold the Guncross on that aiming point!
If you are Too Low add power, raise the nose to an almost level attitude for a few seconds and then put that bloody Guncross on that aiming point again!
Some say that in landing the stick controls your speed and the throttle your rate of descent. This is pretty much true but the main thing is once established on a 3 degree glidepath to hold the Aiming Point steady in the windscreen. Every little power change means a trim or stick force adjustment.
Once you fly over the runway and are a few feet
above the runway, close the throttle and pitch the nose up slightly. Hold a landing attitude and allow the aircraft to gently descend onto the runway whilst maintaining 3 point landing attitude. All three wheels should touch down together in a Taildragger. Keep coming back on the stick as the airspeed drops off. Ideally you want the aircraft to be on the edge of the stall as the wheels touch. This stops the aircraft bouncing into the air again. If you are too fast on the approach the aircraft could bounce or even start to climb away again. If you do get a bounce then just hold the attitude and maybe apply just the smallest trickle of power.. if it is a good bounce then T100 and GO AROUND.
After touchdown hold a little forward stick to keep the wheels firmly on and brake, as you slow down however you need to apply backstick to avoid nosing over. Another tip: I always take a couple of momentary pauses (ie release for a second or so) in the braking as the speed washes off and the tailwheel comes down to ensure we don't end up using a ladder to get out of the cockpit while your mates piss 'emselves laughing.
SAFETY
JOINING THE CIRCUIT
Here is another very basic tip that many fail to grasp:
If you are slow add power, retrim and hold the Guncross on that aiming point!
Most aircraft accidents happen in the landing
phase. Watch your airspeed at all times. The biggest danger is from the aircraft
stalling. Remember that if you are turning the stall speed will increase depending how much bank
you have on.
Stall recovery is a lesson in itself but the basics are to lower the nose, release backpressure, apply full power and get the hell outta Dodge!
The side of the airfield the circuit is
on is known as the live side and the side away from the circuit is known as the
dead side. An aircraft joining the circuit from another airfield approaching on the live side of the circuit will fly over the airfield at A500 AGL from the live side to the dead side and descend on the
dead side to circuit height and then cross the runway at the departure end into the Crosswind leg see diagram below. Traffic already on the dead side should let down and then join at A300 in the CROSSWIND leg overhead the UPWIND THRESHOLD, this allows you to see aircraft taking off under you out to your right.
To enable a close formation to space evenly and safely for a Stream Landing we use a technique called 'Pitching Out' This involves a formation flying upwind along the runway and each Section member turns to downwind sequentially after the Lead. The trick is that each pilot waits for a count of 1 second after the next in line turns and each uses a gradually reducing AoB as we move through the formation. Generally the Lead will use 85 degrees AoB, 2 will use 70 degrees, 3 will use 45 degrees and 4 will use 30 degrees. This means the lead will have a shortish circuit and 4 will have a slightly longer than normal. This will be subject to trial on Training nights.
Download All Three Tracks and the Quick Mission I used to create them in a zip file. They are made with IL2 v1.2
Normal Circuit Track in a 109G6
This is a normal Takeoff, circuit amd landing. Keep an eye on the power settings, heights and speeds. I did wander a little off height but the target is 300M.
Pitch Out Track
This is how to join a circuit when RTB. Normally the Flight Lead will have you in an Echelon towards the dead side of the circuit and he will fly up the runway. At the runway midpoint he will roll into a steep turn and pull a nominated number of G's. Each successive flight member will then peel into a turn at a lower number of G's commensurate with their flight number. ie If Red 1 uses 6G then Red2 would use 5G and so on. In IL2 we do not have a G meter so we use Angle of Bank instead. I suggest that Flight Lead uses 85 degrees, Two uses 70 degrees etc. The aim of the procedure is to spread a tight formation into a Line Astern for the circuit and landing. It is best to roll right through to the end of the runway rather than brake heavily trying to turn off early and prang in front of your mates. They will be low on fuel and possibly looking forward to a cold beer in the bar and if they are Australian then it is best not to delay them :)
Short Field Fun Track
This is something I thought you might like to try for fun. In a short field landing you do not fly a lower profile (3 degrees is very shallow already) rather you use full flap and fly near the backside of the drag curve which requires quite a bit more power but means that you have a lower approach speed (careful as you are also closer to the stall) and when you cut the throttle you will decelerate more rapidly.
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