Field Carrier Landing Practice (FCLP)
DO NOT initiate your own waveoff except in an emergency or if you have not received a Roger ball by in-
the-middle. DO NOT take your own waveoff in close. The waveoff will normally be taken straight ahead or
as directed by the LSO.
TURN TO DOWNWIND
After a waveoff, bolter, or touch and go, begin the turn to downwind after climbing to a minimum of 300 ft
AGL and when your interval is at your 10 oclock position. During your climb and turn downwind, maintain
130 KIAS or on-speed AOA, whichever is greater, and a 30-degree AOB while climbing to pattern altitude.
If the deck or runway becomes fouled, you will be
directed to go into a holding (Delta) pattern
(Figure 12). You will be cleared out of the Delta
Pattern by a Charlie call. See glossary for
Than 3 nm
Turn at 10:00
In the Delta Easy pattern, remain in a dirty configu-
ration, speed brakes in at 130 KIAS, and at pattern
altitude or as directed by the LSO. Fly a normal
racetrack pattern offset to the left-hand side of the
runway while maintaining proper interval on the
aircraft ahead. When aircraft in the Delta Easy
pattern are cleared, the first aircraft to reach the
180 will resume the landing pattern.
If instructed to Delta Clean when already estab-
lished in the FCLP pattern, clean up, accelerate to
200 KIAS, and climb to 2,000 ft MSL or the altitude
directed. If you are told to Delta upon arrival at the
field, enter the initial in accordance with course
rules or as directed by the LSO/tower, maintain 200
KIAS, and proceed overhead the duty runway
taking interval with the aircraft already in the Delta
pattern. Fly a normal racetrack pattern while
maintaining proper 10 oclock interval. All aircraft
should remain within 3 nm of the field. When
cleared out of Delta, the first aircraft abeam will
depart the Delta pattern to arrive at the initial with
wings level, at 250 KIAS, and at initial altitude for
Figure 12: DELTA PATTERN
the break. All aircraft will follow in order.
GLIDESLOPE AND AIRSPEED CORRECTIONS
You should correct any errors made immediately. The earlier you make a correction, the easier correc-
tions and countercorrections will be.
The following list presents some glideslope/AOA deviations you can expect to see and the corrections
Remember, the glideslope is wedge-shaped and becomes progressively narrower as you get closer to the
runway, and you must decrease the magnitude of a correction for an equivalent amount of ball movement
as you approach touchdown.