circle to land-which way do i turn?

[Da Vinci]

i've seen this question in the interview boards....you are briefing a jepps approach and they've got you on the localizer to 10 with a circle to land on 28...which way do you turn. let's say you are unfamiliar w/ this airport, there is no obsticles on either side - what is the secret here???? i would say to the left as that is standard...but is there a secret to answering this question correct every time?? i guess i should know for my own good also..however in 1000TT and 100 actual...i've never even done a cirlce to land....almost the other day but just opted for the straight in w/ tail wind.

 

[CA1900]

Absent any other instructions or notes on the plate that circling is prohibited in one direction or another, I'd turn so the airport is on the flying pilot's side, and thus easier for him to see.

 

[flyalot]

As stated above, Consider the wind also. You would like to make the base to final turning into the wind.

 

[nosehair]

i guess i should know for my own good also..however in 1000TT and 100 actual...i've never even done a cirlce to land....

Sorry to see you were short-changed in your training and checkride, since it is a PTS requirement to obtain the instrument rating....Oh, wait a minute, did you mean in your actual experience, since your training?...yeah, those are like engine cuts after training, you should do one once in a while, just like landings to stay proficient.
As is suggested, when there are no restrictive notes, and all things are equal, keeping the runway on your side (left or right) is the best way to maneuver. however, there are lots of times when you just can't do that. The side you want to be on may be covered in cloud/fog/whatever, so you have to keep an open mind about which way you're gong to turn. It takes a lot of situational awareness at the moment you break out or get the runway and surrounding environment in sight. Keep in mind, the left turn is standard for non-towered airports in normal vfr operations. Your dirction of turn on an instrument approach circle-to-land maneuver is strictly up to you considering restrictions on the approach plate, and considering that if you are in IFR conditions, there should be no other traffic to consider.

This is one of the most fun maneuvers to do when training for the ifr rating.
Sorry you missed it. Go get some.

 

[avbug]

Perhaps the single most hazardous aspect of instrument flight is the transition from instruments to visual, or visa versa. A circling approach, especially one at minimums with a low ceiling and reduced visibility, puts you maneuvering close to the ground (or relatively so) in the transition. You're half-in, half-out of the transition (and the cockpit). The circling maneuver may be one of the most potentially hazardous of any instrument maneuver, and accordingly, is prohibited for many certificate holders and corporate departments. Especially circling at night.

As other posters indicated, absent any particular direction, circle the shortest and easiest way to the landing runway. Keeping the runway in sight on your side of the aircraft (bearing in mind that if you're in the right seat, that's right turns) makes it easier, but coordinating cross-cockpit is also doable.

Try to think of the circling maneuver as a normal pattern entry. It may be a little lower, and it may begin from some point within the airport area rather than outside...but try to imagine yourself just switching runways, because that's all you're doing. A circle doesn't need to be a 180 degree turn; it may be as simple as a 30 degree turn right or left to land on the runway of choice or to align with the approach runway. Under visual conditions you'd swing out a little and give yourself some space to get established on final...so long as you don't violate the circling radius for your category in doing so, you can do exactly the same thing.

Remember that while you're circling in reduced visibility, everything looks farther away than it is. You can easily get fooled into thinking you're higher above terrain and obstacles than you really are, especially if you're naturally using your perepherial vision for your depth perception. Your depth perception is almost subconscious, and if you're not actively thinking about the illousion, you can be fooled without even realizing it. This means that during the circling, it's easy to descend out of your MDA and hit something. The temptation to start down early is always there. Conversely, trying to stay high too long and start down rapidly means you may have an instrument reading of excess descent rate, but may not feel or see it as you focus on the runway. The approach has become destabilized, and the hazard has become a risk.

A lot of folks feel that going around, especially if it means going back into the weather as part of the missed approach, should only occur if you lose sight of the landing runway. However, an unstabilized approach, excess descent, long landing, excess airspeed, etc, all may be perfectly good reasons for executing a missed. Recognize it as early as you can, because you're always safer and better off starting that missed higher than low...especially when circling.

 

[Way2Broke]

The examiner I used for my ATP checkride almost busted me when on the cirle I entered right traffic, at a left traffic airport. I knew I was right, so I just bit my lip and nodded. I could see how it could be a hazard if the weather was VFR and there were alot of other planes using left traffic, but we are talking about a IFR procedure here.

 

[woutlaw]

... snip

Try to think of the circling maneuver as a normal pattern entry. It may be a little lower, and it may begin from some point within the airport area rather than outside...but try to imagine yourself just switching runways, because that's all you're doing. A circle doesn't need to be a 180 degree turn; it may be as simple as a 30 degree turn right or left to land on the runway of choice or to align with the approach runway. Under visual conditions you'd swing out a little and give yourself some space to get established on final...so long as you don't violate the circling radius for your category in doing so, you can do exactly the same thing.

Agree 100%, particularly regarding the hazards.

One tip that helped me while I was doing my instrument rating was that at "typical" circling minimums you're essentially at the altitude where you'd be on the base-to-final turn on a standard VFR traffic pattern.

I had a real bugger of time not descending early when circling to land until my instructor mentioned it, after that circling was a piece of cake. Just flew a normal pattern at the circling MDA until I was turning final and bingo, a cake approach to land from there.

Y'all probably already knew that and much more, but it was a revelation for my instrument student brain.

In real-world operations, increasing circling minimums by 500 or even 1,000 feet - particularly at night (if you don't ban the maneuver outright) - is not a bad practice for longevity.

I think a Mesaba 340 FO was telling me that their normal ops regarding circling approaches called for fairly high minimums, certainly well above basic VFR. 2,000 and 5 comes to mind, but I don't recall the specifics.

 

[Sig]

I think a Mesaba 340 FO was telling me that their normal ops regarding circling approaches called for fairly high minimums, certainly well above basic VFR. 2,000 and 5 comes to mind, but I don't recall the specifics.

That would be called a "visual approach," young jedi.

 

[drinkduff77]

That would be called a "visual approach," young jedi.

Not all airports use visual approaches when it's VFR. Try getting a visual into TEB when it's busy and they're doing the VOR/DME-A circle 19. Sure, the whole procedure might be done in visual conditions but if your ops specs authorize "no circling approaches", you won't be able to do it.

-'duff

 

[minitour]

Not all airports use visual approaches when it's VFR. Try getting a visual into TEB when it's busy and they're doing the VOR/DME-A circle 19. Sure, the whole procedure might be done in visual conditions but if your ops specs authorize "no circling approaches", you won't be able to do it.

-'duff

I've never understood that. Going into most of the busier airports (in my limited experience), the ATIS is always broadcasting the ILS or some instrument approach even if the wx is clear and 10. Then, thinking "hey...maybe this will help", I report the airport in sight and instead of getting the visual, I'm going in for the ILS anyway.

Wouldn't it be more efficient to clear anyone for the visual that can accept it, or is it easier for the approach controllers to "know" where everyone will turn final at and sequence everyone together that way?

...just a curiosity. I'm sure there's an operator out there that doesn't allow visual approaches, so I know for them it wouldn't work, but for the 91 folks it seems senseless to fly 6 miles past the airport for the runway that I can see 1/2 mile from my aircraft.

-mini

 

[paulsalem]

§ 91.126 Operating on or in the vicinity of an airport in Class G airspace.
(a) General. Unless otherwise authorized or required, each person operating an aircraft on or in the vicinity of an airport in a Class G airspace area must comply with the requirements of this section.
(b) Direction of turns. When approaching to land at an airport without an operating control tower in Class G airspace—
(1) Each pilot of an airplane must make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot must make all turns to the right; and

§ 91.127 Operating on or in the vicinity of an airport in Class E airspace.
(a) Unless otherwise required by part 93 of this chapter or unless otherwise authorized or required by the ATC facility having jurisdiction over the Class E airspace area, each person operating an aircraft on or in the vicinity of an airport in a Class E airspace area must comply with the requirements of §91.126.

=============

Honest question: Is there anywhere that says that these rules do not apply when operating at a class E or G airport, while doing a circling approach?

 

[Black Hawk]

Unless otherwise authorized or required
=============

Here's the key phrase. Anyway, a couple points to keep in mind are 1. Be sure to stay within the circling radius specified for your speed and 2. If your in VFR conditions (no tower) it's a good idea to enter the VFR pattern to fit in with the other traffic that's legally operating in the vicinity.

 

[Sig]

Try getting a visual into TEB when it's busy and they're doing the VOR/DME-A circle 19.

Oh. I thought the guy was talking about the OPSPECs of Mesaba, and how he's certain (huh?) they allow circling approaches only in conditions well above basic VFR minima- all circling approaches, not just special use airports.

In which case I'd just cancel, enter the danged pattern, and get to the hotel van ASAP. Hence, it don't mattah. Furthermore, it sounds highly specious Mesaba plays that way considering the airports they fly into.

And if a pilot can't make it work into TEB on a clear day because the OPSPECs are whacked- that pilot must not go into TEB that often OR said company is on the dim side of dumb. Kinda like saying "Jeez, that old Taylorcraft is a crummy IFR platform because of the venturis that drive the vacuum systems- they could ice up in icing conditions." Big picture much?

 

[avbug]

Honest question: Is there anywhere that says that these rules do not apply when operating at a class E or G airport, while doing a circling approach?

§ 91.129 Operations in Class D airspace.
(f) Approaches. Except when conducting a circling approach under Part 97 of this chapter or unless otherwise required by ATC, each pilot must -
(1) Circle the airport to the left, if operating an airplane; or
(2) Avoid the flow of fixed-wing aircraft, if operating a helicopter.

Clearly this applies to Class D airports, not airports without an operating control tower, and doesn't directly answer your question.

Advisory Circular AC 90-66A provides the following:

a. Regulatory provisions relating to traffic patterns are found in Parts 91, 93, and 97 of the Federal Aviation Regulations (FAR). The airport traffic patterns contained in Part 93 relate primarily to those airports where there is a need for unique traffic pattern procedures not provided for in Part 91. Part 97 addresses instrument approach procedures. At airports without operating control towers, Part 91 requires only that pilots of airplanes approaching to land make all turns to the left unless light signals or visual markings indicate that turns should be made to the right.

As this section notes, Part 91 does establish a requirement for all turns to be made to the left in Class G and E, where an operating control tower is not in effect. 91.126 does not provide the same provision that excepts aircraft conducting an instrument circling approach from the left hand rule, that is provided by 91.129 for Class D airspace. (91.127, setting the standards for Class E, refers back to 91.126, and also holds no exception for aircraft conducing instrument approaches in class E to airports not having a control tower).

What these sections do use is the phrase "unless otherwise authorized or required." This is a broad, open ended statement which is both permissive and restrictive in nature. On the one hand, it is permissive because a pilot may determine if right traffic is necessary to circle, but restrictive in that the pilot may be required to prove and justify his or her actions as no regulatory backing is given. "Where required" puts it on the pilot. This might become an issue in the event a conflict develops wherein the pilot's decision to circle one way vs. another at an uncontrolled field occurs. If the conflict could be avoided and the pilot is able to circle with left turns he or she may be left with little defense, and is therefore in effect restricted to the same limitations applied to the general masses by 91.126 with respect to direction of turns.