The Circuit: Ground Brief

You are probably thinking the same thing as me.. another ground brief?

This is how they do it at the club - according to the syllabus we are required to go through a full ground brief regarding the circuit before actually flying in it. Although I would much rather be in the air; I can at the same time appreciate (and fully embrace) that we must learn the concepts on the ground first.

This was the first of 5 sessions booked with I4. I2's availability is simply that she's.. unavailable. Impossible to get a good booking with her. I really enjoyed I4's attitude and training style so I figured this would follow through while actually in the air with him. Seeing how the next 4-5 flights would be in the circuit leading up to the first solo - I would be better off settling in with a single instructor.

Right off the bat he proved that the first ground brief we did together back in August was not a fluke. To discuss the circuit he produced a great diagram of the circuit that contained all of the "things" that would be going on while we were flying it. I especially loved the caveats he kept telling me that this is simply "his way" and not necessarily the "only way". He stressed that once I understood the concepts I would probably have my own preferences. Here's a quick overview of the circuit and order that "things" will be done.

• Rotate at 55 knots and climb out with takeoff flaps at 68.
  
  
• Retract the flaps at 200 AGL and accelerate to 75 knots.
  
  
• Remember to compensate for the wind in order to keep the correct ground track.
  
  
• At 500 AGL make the crosswind turn and continue the climb to circuit altitude (1000 AGL).
  
  
• Look out the window for the 45 degree angle back to the departure end of the runway and upon reaching it turn downwind.
  
  
• We should normally make 1000' prior to turning downwind but this isn't always the case.
  
  
• On the downwind set the power for about 2200 RPM and look for 80 knots. That will keep our spacing good with the Skyhawks which we could easily blow past.
  
  
• Start our level off checks.

I4 explained a great "flow" he has for this. It reminds me of the flows I was a serious 767 Sim Pilot and religiously read a training guide by Mike Ray. He was big on up and down flows that allowed the pilot to scan everything. From memory, I4s flow would go:

[Center Console]
Fuel On
Mixture Lean
Throttle set to 2200 RPM
Alternate Air Off (unless required)

[Middle Lower Console - Left to Right]
Flaps Up
Master and Generator On
Electric Fuel Pump Off
Avionics Master On
Mags Both
Lights On

[Left Panel - Bottom Up]
Gyro Set
Primer Off
Suction Green

[Radio Panel Top Down]
Radios Set
Transponder Mode C

[Engine Instruments Bottom Up]
Electrical OK
Oil Pressure and Temps OK
Fuel Quantity and Pressure OK
Cylinder and EGT OK

[Circuit Panel Top Down]
Breakers all in

I find it amazing that I can actually remember where each of those gauges are. The flow is a natural. I have a massive screenshot of the DA20C1 panel and I can run through this entire scenario fairly quickly from memory. I guess I am learning something!

• By now we should be downwind midfield and unless there was a reason to do it earlier, we'd make our radio call to tower. "Tower, Diamond Mike Tango Zulu Left Downwind for the Touch and Go". Barring any major SNAFUs we'd get a response pointing out any traffic and indicating our number in the sequence.
  
  
• Past the runway threshold we want to start reducing our speed. Put out takeoff flaps at some point and slow her down to about 70 knots.
  
  
• At a 45 degree angle from the runway threshold (unless otherwise instructed) we make our base turn and start the descent down to 500 feet.
  
  
• Some time at, during, or before our turn to final (probably after) we go to landing flaps, 1500 RPM and configure the aircraft for the 60 knot approach speed.
  
  
• After touchdown we maintain the runway centerline and retract the flaps to takeoff, careful not to apply brakes.
  
  
• Wait a short time for the flaps to come up before firewalling the engine for takeoff and starting the process again.

We also covered crosswind landings which was extremely valuable from my perspective in understanding a few of the nuances and forces acting on the aircraft after touching down that I had not considered. Then we spoke about Balloons and Bounces. The difference is actually quite simple - in a balloon your aircraft is in ground effect and is still flying. In a bounce your aircraft is simply NOT flying. Immediate identification and action must be taken to either correct the situation and return to earth safely or apply full power and proceed with an overshoot. The balloon I experienced during the last flight with I5 now turns out to be a valuable one indeed.

Once we completed our discussion he asked if I had any questions about the circuit. I didn't have any but insisted that I draw and describe the entire process on the whiteboard without his diagram in my hand. I made a few small errors but apparently got the point.

We finished way quicker than anticipated so we chatted about the PSTAR exam and how I go about transferring flights on my PTR (Pilot Training Record) in to my own log book. I4 told me that since I already had a full page it would be a good time to start transferring them. I actually got my first chance to read my PTR and it was certainly interesting reading the comments each of the instructors had put in.

Monday afternoon we're scheduled for the first flight in the circuit. Autumn is definitely upon us as the leaves are falling, winds are howling, and temperature is dropping. Monday's forecast is clear skies and cool temps so we should be good to go.

I can hardly wait!