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therefore require a large power adjustment.
OFF PROFILE / ON SPEED FINAL
If an aircraft commences the final approach off profile but on speed, only power
needs to be changed. This is because the secondary effect of the power alteration
will also achieve the desired attitude change.
In the high aircraft the power reduction will also result in a pitch down which will
maintain the speed.
In the low aircraft the power increase will result in a pitch up which will maintain the
speed.
To enable the correct approach to be flown with minimal pilot input, the base leg
should be planned to enable the final approach to commence on profile and on
speed
Low / on-speed
Power
High / on-speed
Power
High / Fast
Power
Low / Slow
Power
RMIT Flight Training Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 5 Brief 9
ON - PROFILE FINAL
In this situation the aircraft has commenced the final approach on speed and on
profile. With power correctly set a deviation high or low should only require small
amounts of elevator correction to return to profile on speed.
An adjustment to power in this situation should only be made if the speed tolerance is
exceeded.
THE LANDING
Airmanship:
- Lookout
- Smooth coordinated use of controls
- Thorough and correct checks
- Obey tower’s instructions
- Smooth but positive aircraft handling
- Correct handover/takeover procedure
On Speed
On Slope
High / Slow
Lower nose
Low / Fast
Raise nose
AIRPORT BOUNDARY:
Scan the full length of
the runway
FAR END THRESHOLD DISAPPEARS:
Reduce power to idle
Apply back pressure to stop the nose
dropping
Maintain S+L
referencing horizon,
increasing back
pressure as req’d
Further positive back
pressure to control final
“sink” onto the runway
and raise the dash to
the horizon
DON’T RELAX!
Maintain directional
control with the rudders
and brake as req’d
RMIT Flight Training Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 6 Brief 9
15o AoB
30o AoB 30o AoB
300 ft
1000 ft
40 kt 55 kt
Rotate
5-600 ft
EWX
Downwind
Touch and Go
Landing
Checks
Landing
Checklist
1500 RPM
Flap 20o
75 kt
Flap 30o
65 kt
200 ft
75 kt
Flaps UP
79 kt
Landing
Light ON
500 ft
800 ft
500 ft
300 ft
VREF 60 kt
<30o AoB
AVIATE - NAVIGATE - COMMUNICATE
800 ft
AIMPOINT– ASPECT - AIRSPEED
RMIT Flight Training Flapless Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 1 Brief 15
FLAPLESS CIRCUITS
Aim: To approach and land safely without the use of flaps.
Application:
- Carried out in gusty conditions
- Used in the event of a flap system failure
Revision:
 Effect of Power / Flap on Descent Profile
Principles / Considerations:
Compared to a normal approach to land, a flapless approach will have:
 Flatter flight path, due to less drag.
 Higher approach speeds, to maintain a safe margin over stall.
 Higher nose attitude to maintain sufficient angle of attack
 Reduced forward visibility.
 Minimal flare but a longer float (due more airspeed and less drag).
 A longer landing run.
With Power, Without Flap Without Power or Flap Without Power, With Flap
L
D
W
T
L
D
W
L
D
W
RMIT Flight Training Flapless Circuits
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 2 Brief 15
Air Exercise:
Circuit is conducted as a normal circuit except allowances for speed and the base
turn are altered. This is shown in the diagram below.
Airmanship:
- Lookout.
- Thorough checks.
- Avoid high-nose attitude on touchdown because of possible tail strike.
- If in doubt - go around.
- Correct handover/takeover procedure.
Glide Approach Normal Approach Flapless Approach
1200 rpm
75 kt
70 kt
 Expect more float
 Avoid excess hold-off
RMIT Instructor Rating Mass Briefs Issue 1 /2004 Page 1
SPINNING
Aim: To understand the principles of spinning, a condition of stalled flight, and how to
recover from a fully - developed spin.
Application: Used whilst conducting aerobatics.
Revision:
 Stalled Aerofoil
 Symptoms
----
Definitions:
 Spin
　
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