Circling Approach in VMC

[eterepekio]

Is circuit pattern direction consider a "restriction" to a circling approach?

For example:


In the approach plate is says "Runway 03, right hand circuit"

Do you have to conform to this direction, even though you are not in the "VFR circuit" (probably a lot lower than VFR traffic) or can you just arrange it with other pilots assuming uncontrolled field?

My question is more of "should" or "shall"?

[Donald]

Are you conducting an IFR approach in weather below VFR limits?

Or are you conducting an IFR approach in VFR weather?

If it's scenario #1, then you are only limited by circling restriction as published on the plate.

If it's scenario #2, then you are expected to conform to the circuit pattern.

It's in the RAC section of the AIM, as a "should". There could be something in the CARS making it a "shall", I'm not sure.

[eterepekio]

Thanks Donald, yes I am talking about conducting a circling approach in VMC (where there could be a C150 in the published circuit as per CFS)

I know circling restrictions are shown in the charts, but why is circuit pattern direction sometimes shown? Is it for when you arrive in VMC?

If you have to conform to the established VFR pattern and you are at your circling MDA, do you need to climb to lets say 1000 ' AGL or whatever the TPA is? (I would think no because you are supposed to maintain circling minima until a landing is assured) however, you would be bombing around the circuit lower than everyone else.

I hope its not too confusing!

[Donald]

A standard circuit is left-hand, if the airport has a published non-standard circuit then it will be shown on the plate. This is useful for the IFR arrival, so they know where to look for other traffic. A nice VFR day at an un-controlled airport, could have NORDO aircraft in the circuit. In this situation, would you really want to go bombing in on a straight-in final, potentially into someone who can't hear your calls?

As far as altitude goes, some common sense should apply. Legally you could descend to MDA, attempt to verify any existing or conflicting circuit traffic, and conform as required. Or you could do normal VFR circuit joining procedures. This will depend on weather, airport environment, your type of approach, etc etc.

[lilfssister]

Several years ago we were told that if someone was cleared for a circling approach to the opposite side of the published circuit, it was perfectly legal.

[FlaplessDork]

I would argue that I am doing a circling approach and not a circuit. I'd flying it whatever way allows me to better keep the aerodrome in sight. If its controlled its usually issued in your clearance as to where to circle. If you're VMC there is no need to do a circling approach at MDA anyway unless its for training.

[eterepekio]

I agree with Flapless, of course we are talking in theory here. If the weather is VFR, just go for a visual, but my question is about the legal requirement when you see a non-standard circuit published. Are you allowed to use whatever side its more convenient and safe for your "circling" procedure or do you have to conform to the VFR circuit.

[BTD]

If the weather is VFR, just go for a visual, to the VFR circuit.

In certain situations, you cannot necessarily do a visual. Example would be an airport in controlled airspace with no wx reporting. If the Controller cannot determine if it is vfr or not, the best you can hope for is a contact or canceling.

However, if the weather is vfr I cannot think of a good reason to be down at Circling MDA, especially at an unfamiliar airport. Circling approaches even VFR tend to be more work than a standard circuit. Higher risk with no gain = poor PDM

BTD

[FlaplessDork]

I agree with Flapless, of course we are talking in theory here. If the weather is VFR, just go for a visual, but my question is about the legal requirement when you see a non-standard circuit published. Are you allowed to use whatever side its more convenient and safe for your "circling" procedure or do you have to conform to the VFR circuit.

The law says to conform to or avoid the pattern of of other traffic, and to make all turns left in the aerodrome circuit pattern unless otherwise published in the CFS. There is no need to be down at circling MDA VFR unless its for training. If its IMC, then there shouldn't be other traffic unless its in uncontrolled airspace.

[Donald]

9.13 IFR Procedures at an Uncontrolled Aerodrome in Uncontrolled Airspace
Pilots operating under IFR in uncontrolled airspace should, whenever practical, monitor 126.7 MHz and broadcast their intentions on this frequency immediately prior to changing altitude or commencing an approach. Therefore, when arriving at an aerodrome where another frequency is designated as the MF, descent and approach intentions should be broadcast on 126.7 MHz before changing to the MF. If conflicting IFR traffic becomes evident, this change should be delayed until the conflict is resolved. Once established on the MF, the pilot shall make the reports listed in RAC 9.12 (see RAC 4.5.4 for MF procedures, and RAC 4.5.5 for the use of 123.2 MHz where a UNICOM does not exists).

A straight-in landing from an IFR approach should not be used at an uncontrolled aerodrome where air-ground advisory is not available to provide the wind direction and speed and runway condition reports required to conduct a safe landing. The pilot should determine the wind and verify that the runway is unobstructed before landing. Where pilots lack any necessary information, they are expected to ensure that a visual inspection of the runway is completed prior to landing. In some cases, this can only be accomplished by conducting a circling approach using the appropriate circling MDA.

Pilots operating aircraft under IFR into an uncontrolled aerodrome in uncontrolled airspace when the weather conditions at the aerodrome could permit VFR circuit operations are expected to approach and land on the active runway that may be established by the aircraft operating in the VFR circuit. Pilots operating aircraft under IFR at an uncontrolled aerodrome in uncontrolled airspace do not establish any priority over aircraft operating under VFR at that aerodrome. Should it be necessary for the IFR aircraft to approach to, land, or take off on a runway contrary to the established VFR operation, it is expected that appropriate communications between the pilots, or pilots and the air-to-ground facility, will be effected in order to ensure that there is no conflict of traffic.

[joco]

If you need to go to MDA circling, there is no VFR traffic in the circuit.... the wx is too low for them.

If you want to go to MDA circling in VFR, then you are IFR in VFR weather and the separation from VFR traffic is your responsibility. Fly the circuit as published or if you want lower, make sure everybody knows where you are and why you are lower than all other traffic (ie training).

[AEROBAT]

We get a lot of turbine stuff dropping in at our local strip since we put in Jet A at the pumps. Many of these people call in "such and such on 5 mile final for whatever" regardless of traffic and sometimes even wind direction. Usually that is the first radio call they make.

I was talking with one pilot and he mentioned that some people don't seem to be turning on their transponders as he couldn't "see" them. I told him a lot of planes here don't even have radios. He gave me a funny look and I pointed out there is no MF and he would be advised to actually look out the window and do the old fashioned "watch for other traffic" when decending.