Runway 34: guided touch and go, then full stop

This script supports the text practice exercise. Responses appear after each practice prompt.

1. Draft for instructor review. Fictional traffic and weather. Practice self-announcements, not controller readbacks. Aircraft controls, checklist verification, and cockpit scoring are disabled. Respond aloud during each silent window. Pause the video for more time. Aircraft control always comes before speech.
2. Training simulation only. Arlington, runway three four, left traffic. The fictional wind is three four zero at four knots. You are SportStar Eight Two Seven Echo Victor, an Evektor SportStar Max. Small-propeller pattern altitude is one thousand two hundred feet MSL. Use self-announcements, and keep flying and looking for traffic ahead of radio work.
3. The airplane is in parking. The scenario assumes you have reviewed the current airport information and a safe taxi route. No taxiway or runway-crossing route is supplied by this exercise. Under the reviewed SFS manual, checklist work is completed while stopped, never while taxiing.
4. Before beginning to taxi, announce your actual location and intended runway.
5. Arlington traffic, SportStar Eight Two Seven Echo Victor, at parking, taxiing for runway three four, Arlington.
6. You are now holding short at the full-length departure end of runway three four. The scenario independently establishes that applicable pre-takeoff flow and checklist verification were completed while stopped. Your radio response will not mark those checks complete. You have listened and visually checked the runway, final approach, and other conflicting traffic. In this scenario, the departure path is clear.
7. Your plan is to remain in the pattern.
8. Make the departure self-announcement before entering the runway.
9. Arlington traffic, SportStar Eight Two Seven Echo Victor, departing runway three four, remaining in left traffic, Arlington.
10. There is no controller response. In the simulation you recheck the runway and approach, enter, and take off when safe. Your transmission itself is not permission or proof that the runway is clear.
11. Continue the departure leg on runway heading until beyond the departure end and north of the ridge. The simulation advances only after you are within three hundred feet below pattern altitude, the path is clear, and a normal left crosswind turn is appropriate.
12. You are established on left crosswind. The frequency is free. Practice this optional position call; omit it when it would add congestion or compete with flying.
13. Arlington traffic, SportStar Eight Two Seven Echo Victor, left crosswind runway three four, remaining in the pattern, Arlington.
14. Join downwind at pattern altitude, continuing the visual scan and listening watch. The script does not set aircraft speeds, flap settings, bank angles, or exact turn points.
15. Circuit 1. Your plan for this circuit is touch and go.
16. You are established on left downwind for runway three four. The intended landing is touch and go. Make the position call when workload and the frequency permit.
17. Arlington traffic, SportStar Eight Two Seven Echo Victor, left downwind runway three four, touch and go, Arlington.
18. You are established on left base for runway three four. The intended landing is touch and go. Make the position call when workload and the frequency permit.
19. Arlington traffic, SportStar Eight Two Seven Echo Victor, left base runway three four, touch and go, Arlington.
20. You are established on final for runway three four. The intended landing is touch and go. Make the position call when workload and the frequency permit.
21. Arlington traffic, SportStar Eight Two Seven Echo Victor, final runway three four, touch and go, Arlington.
22. The touch and go is complete. Fly the airplane, complete the required reconfiguration, and establish the climb. No transmission is required during touchdown, acceleration, or this high-workload transition.
23. Continue the departure leg on runway heading until beyond the departure end and north of the ridge. The simulation advances only after you are within three hundred feet below pattern altitude, the path is clear, and a normal left crosswind turn is appropriate.
24. Join downwind at pattern altitude, continuing the visual scan and listening watch. The script does not set aircraft speeds, flap settings, bank angles, or exact turn points.
25. Circuit 2. Your plan for this circuit is full stop.
26. You are established on left downwind for runway three four. The intended landing is full stop. Make the position call when workload and the frequency permit.
27. Arlington traffic, SportStar Eight Two Seven Echo Victor, left downwind runway three four, full stop, Arlington.
28. You are established on left base for runway three four. The intended landing is full stop. Make the position call when workload and the frequency permit.
29. Arlington traffic, SportStar Eight Two Seven Echo Victor, left base runway three four, full stop, Arlington.
30. You are established on final for runway three four. The intended landing is full stop. Make the position call when workload and the frequency permit.
31. Arlington traffic, SportStar Eight Two Seven Echo Victor, final runway three four, full stop, Arlington.
32. You land and leave the landing runway at a suitable exit. The entire airplane is beyond the applicable runway holding-position markings and is clear of the landing runway. You remain clear of any other runway; no taxi route is implied.
33. Now announce that you are clear of the landing runway.
34. Arlington traffic, SportStar Eight Two Seven Echo Victor, clear of runway three four, Arlington.
35. End of this scenario. A clear-of-runway announcement describes an observed position. It is never a clearance for another aircraft or a substitute for a visual check.
36. Runway three four uses left traffic. On each departure or go-around, the local ridge-line guidance still applies. Crosswind was an extra practice call; the core pattern calls were downwind, base, and final.
37. End of this draft practice. Review current sources and applicable aircraft documents with a qualified instructor before operational use.