Circle to Land Explained | How to Go Missed on a Circling Approach
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- เผยแพร่เมื่อ 13 ก.ย. 2021
- When the runway you want to land on doesn't have a usable approach you may need to do a circle to land. Circling approaches are some of the most difficult tasks you can do as an instrument pilot, so it's important to learn the basics of setting them up, what kind of protections you get from obstacles, and how to go missed from a circling approach, especially if you're already past the missed approach point!
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Alright, I’ve understood more in these videos than the last few months in my other ground school program. Seriously love the teaching style. Watching all the IFR playlist. Saved it to my Library to watch again and again.
You’re a talented teacher and I will be introducing all my students to your channel. Hopefully word gets around quick and your channel explodes!
Thanks so much John! I’m always looking to work with CFIs and their students. Shoot me an email at training@flight-insight.com if you’d be interested in participating in a little training project!
Great description. As a long time corporate pilot, remember that once you have the landing runway in sight, or one of the required elements of the runway, you are on a visual approach once you leave MDA. Nobody likes a circling approach, but sometimes they are less miserable if you are just using them to get underneath a 3000 foot cloud deck to get in the pattern. At night, at minimums, you are setting up the elements for an accident chain, where you descend deeper and deeper into a bad idea.
This is unreal. I have never seen this explained so well anywhere.
Fantastic material! Starting my prep for instrument rating now, and I can't thank you enough for this entire playlist!
From a pilot from the university of North Dakota i find your videos helpful & voice very soothing.
Love how you cite your sources!! makes finding the info for yourself much easier. Bought your commercial course a little while ago and passed the written!
Hey! Thanks again for doing what you do, no words can describe how delighted I am every single time my phone notifies me that flightinsight has uploaded, you’re the best by far, I’ve had and paid for many online ground schools subscriptions and have already undone that thanks to flightinsight, your clarity combined with your soothing voice is something out of this world, please keep it coming, and keep up the great work my friend!
Sam, thanks for such a thoughtful comment! I'm glad to hear it, and it's a huge motivator to keep making these mini lessons to help you out!
@@flightinsight9111 one more question, I’ll appreciate if you could give me your honest opinion. I recently graduated PPL school and ran out of funds, I’m studying for IFR now, and it’s pretty tough because of a lack in funds, is a flight sim gonna help me in any way? But for real life flying that is, as well as maintaining proficiency for VFR flying?
And is so if you could please share with me, the sim, and specs you got, (I’m no gamer and have zero experience/knowledge) thanks.
I use MSFS 2020, but the system requirements are pretty high so you may look into X plane or maybe MSFS on the XBOX. I have an AMD Ryzen 7 3700X 8-Core Processor 3.59 GHz and 16 GB of RAM. MSFS runs very well on those specs, and it also helps out with making the animations and training videos that we all enjoy! Sims are great for instrument because you can practice the technical skills like VORs and approaches, and don't need to hone stick and rudder skills too much. The missing piece is talking with ATC, but you can actually get into VATSim or a similar network and work with controllers through your flight sim.
@@flightinsight9111 thanks for your response, thanks for all,
✌️
The best IFR content on TH-cam! I cannot stop watching your videos, watch them while eating or even at my free time to stay proficient in my instrument knowledge! Keep up the good work)
Your videos are second to none! Outstanding quality and content. Thank you!
Phenominal material in my opinion. Please keep these mini series going. Thank you for this great effort.
i could not say it better than Sam, my man. You at Flight in sight are a gift .
Thanks, Richard!
Its an excellent video and you have the procedure very well explained! Thank you!
Great video, concise and easy to follow! Looking forward to more videos like this, much appreciated!
All I can say is thank you so much for these videos keep it up !!
Thank you very much for this helpful video! I am currently in my ATPL studies in europe and our teacher didn't explain this topic too well...
This video really helped me a lot!
This explains it better than anything else I've seen. Thank you.
What an amazing video, thank you for all the information provided!
Your visuals on this video make it so easy to understand. Thank you!
Your videos are absolutely amazing! Thanks for doing these. Keep up the great work!
just excellent how you explain these topics. Great content! thank you
You are a rockstar, sir! Love these videos and your very methodical and pragmatic way of teaching. BIG Thanks!
Super well done visualizations and explanations.
the quality and knowledge of your videos is amazing
Your videos help me out way more than Sporty's.. thank you so so much!
fantastic, I love the animations you add, they're very well done.
Great work on these videos!
Excellent video that covers the dark corners of circling approaches...
Excellent coverage!
Though you mentioned something about this when demonstrating the miss while circling, emphasis should be on that one must maintain the intended landing runway in view at all times. You already mentioned the miss if visual contact is lost. Great video.
Great Video. Thanks
Very well done videos!
Very informative video, particularly in light of the tragic crash of N880Z at Gillespie a few days ago where it appears the circling approach may have been the major factor in the crash.
The best avation channel.
Thanks a lot for this great hard manuver you addressing, i must admit that you're doing this contents with high professionsy, from exlplanation to graghics, editing, as i said before you're doing a magnificent work, keep it going, all the best.
Thank you! Yea these are hard maneuvers and should only be done on checkrides haha!
Good lord this is some good content. Great job seriously
Now I understand what circling approach actually means, thank you 😊
The best explanations
Again. 100%. Thank You!
Clear and direct explanation; I do agree, circling approach only if mandatory (A-approach) or when out of other options, because it has too many unknown factors and therefor have risks.
Thanks! They’re fun but should only be done as a last resort!
I heard somewhere that circle to land approaches result in way more incidents than other type of approaches, and I can see why. Thanks for the explanation.
Interested good understanding
THANK YOU!!!!!!
I think you are a lifesaver
Thanks!
NIce video and good informationj
Wow! Why I didn't saw your videos earlier? Great explanation. After that I CAN read IFH and IPH. Thank you!
You're most welcome. The videos are a bit new, just started uploading in the past few months, with more to come every week!
I worked for the Co that installed the runway lights there in the late 80's.
Many or most circling approaches accidents are while turning or maneuvering under the clouds or not IFR, but VFR portion. Some airports have circlings as low as 300 agl. That is real Low Altirude Maneuvering or Real GRM. The pilots that took GRM training at almost 1,000 agl and most times TPA's of 1,000 agl too, They will make pilot errors at Real GRM at 300 or 400 agl.
They will overshoot final approach alignment and had to go around and hit the clouds again, or, they will stall the airplane on base or final turns (Badly done Real GRM)., Or because of badly GRM done, have to go back to the soup and LOC up there by been tired or run out of fuel, etc.
That is all because badly done Real GRM from the Wimpy GRM training they got (Totally different GRM). NTSB then classifies that as an IFR accident, when the problem was Wimpy GRM training. Same old accidents still happening decades after i learned Real GRM from Wimpy GRM in 1969.
Most times you have a tailwind on downwind or base leg. GRM traiining has to be done at 500 agl with real winds too. Not Wimpy GRM. My GRM as student was at 500 agl with 15 knot winds, not just wimpy GRM. So i didnt have much trouble in low circling maneuvering or any GRM for photos. They used to send me as charter pilot to places others didnt want to go because they were afraid of low turns needed for that airport.
This guy must be head of FAA :) Thank you very much for perfectly informative and simple videos.
Nobody from the government can use logic, clarity, and common sense in an explanation.
Someday I hope I can meet this man and thank him personally.
I'm gonna try to make Sun n Fun and EAA this year I'll let everyone know when plans are solid!
Thank you for your training videos. Question: doesn't circle to land, becomes the back course ? Or, am I off here totally.? Also, on circle to land, is LPV, and RNV applicable ? Thank you.
I never understood why the FAA puts “circling in VMC only”. How else are you going to do it?!? IMC??? Great video!
At 3:00 is there a faster way or somewhere approach plates might tell us the pattern direction? Or do we need to click through our EFB to find a sectional or supplement? Or runway tab on ForeFlight?
How can I find out what category of aircraft is the one that I am flying with. ? Thank you. !
Millville is my home airport, I can try this in real life!
5:13 What stipulates enough altitude to go direct? Published missed approach altitude?
so can you use the localizer instead of the ILS to do a circling approach ?
Great explanation. Just one correction. Your category is not based on "approach speeds", but rather based on circling speeds. eg, if your approach speed for lets say a king air 350 is ref+10, ref being 105, that woyld not be your circling speed for obvious reasons.
Second what Sam stated.
Question: you mention that for the Telluride approach conducted under Cat C or D would enter a circling pattern to lose altitude more gradually but the plate shows "NA" for Cat C and D. Doesn't this mean that circling approaches are not authorized for Cat C and D? There's some very close terrain north and east of the airport (inside of 3 miles) so circling to land runway 27 would be very risky at a high airspeed. Help me understand what you meant by "enter a circling pattern to lose altitude more gradually" for the VOR/DME-A at KTEX
This is great! Can you discuss DMMS in a future video?
I'll admit I had to look DMMS up. Basically just an accelerated stall speed in a level turn? I'm pretty sure I have a video up on factors affecting stall speed or at least it's in the full Private Pilot course. Unless there's more to it than that. Thanks!
@@flightinsight9111 Thanks for the consideration. My understanding is that DMMS is more applicable to higher bank angles. Take a look at this video if you like (not sure how you feel about Dan but he does being up some good points.) Once again your content is exceptional! Fly safe! th-cam.com/video/hX8V0WCWllM/w-d-xo.html
Oh yeah if you're circling to land being low, slow, and trying to maintain altitude is a recipe for disaster. One of many reasons why circle to lands at or close to minimums should only be used if absolutely, positively necessary. I understand some operators do them on a pretty regular basis and agree that more strict standards should be imposed to avoid loss of control.
I did a circling approach on my 737 type ride...
Great videos. Cessna 172's high wing usually obstructs the runway during the circle. Does that mean that legally (and from a safety perspective) a C172 pilot should not do circling approaches?
Interesting, it would seem they have poorly worded that section.(No surprise on that.)
However the requirement to have the runway in sight is for descending below MDA, as long as you make that turn before descending below MDA [or if you can see the approach lights] then its ok. And this is reasonable for most runways and circle approaches. Above MDA you need to meet the published ceiling and visual range minimums (which implies visual reference to the airport environment) and the ability to stay positively within the circle to land protected zone, both navigationally and maneuvering(mostly an issue with jets). Even if you were to go around you still need fly around in the protected zone to get back to the MAP or circling to climb before joining the missed course. The missed course is not only a lateral path but a climb slope that starts at the MAP in order to clear obstacles outside of the protected circling area.
How can you tell what descent rate is required for the VOR/DME A at KTEX?
His numbers are wrong but here’s how you do it. MAPSY can be crossed at 12420’, runway is at 9070’ 5.2 miles from MAPSY. That’s 3350’ to lose.
Divide speed 140kts by 60 = 2.33 nm per minute.
5.2nm divided by 2.33 = 2.23 minutes to cover 5.2nm (2.23 would be 2mintues & 14 seconds)
Take the altitude you need to lose 3350’ & divide by the time of 2.23 = 1502fpm.
Since technically since you're VFR after you break from the LOC... if you go missed, Can you still do a circling climb if you have to enter IMC? Would you just go straight to the VOR or are you good to do it because you're in the protected area?
You’re still IFR but in VMC. There are times the field is below VFR minima but you’re executing the visual portion of the approach. If you go missed you can climb back into IMC following the published missed path & altitudes.
To stay VMC under the clouds and proceeding to the hold is illegal (assuming you didn’t cancel IFR) & unsafe.
Just an aviation fan here. Why do airports have circling approaches? Wouldn't be easier for the control tower to provide vectors to the desired runway?
Check out his video about minimum vector altitudes. Vectoring can only get you so low, but approaches (even circling) give lower obstacle clearances.
I haven’t started my IFR training at all and I am so confused 😂
Can’t agree with the final comment: Circling approach as a last resort…
• IMO, If I couldn’t use a runway into wind I might opt for a circling unless another approach is available.
• Then, I would sooner choose to land with a slight tailwind that circle in low visual conditions.
• Failing all that, I’ll divert.
I once heard a quote that’ll stick with me forever. “There is no reason to put yourself in a position where you need 100% of your ability, as one day you’ll need 101% to save your ass and not have 1 more % to give.”
Circling sound sketchy as hell!
N880Z a Learjet just went in a month ago at KSEE. They were attempting a circle to land Rwy 25R… at night… in LIFR.
Thwart quik
Don’t forget to stop and eat pancakes at Millville so delicious and you might see Mike trout
650 feet per nautical mile at 140 knots would be just over 1500 fpm
It seems circling approaches are reserved for Real Pilots™
I was taught that the IFR portion of the approach is terminated when an aircraft starts the visual circle to land. The clearance limit is the airport. and there is no missed approach procedure once a visual transition has commenced. As a controller, my first transmission if an aircraft declares missed approach while circling would be "say intentions". The aircraft is typically well below minimum vectoring altitude and without a clearance. My advice would be to execute missed approach at the MAP if there is any doubt about completing the approach under visual conditions. Otherwise you could easily end up IMC on a visual approach beyond your clearance limit.
Really, if you don't know what the fuck you're talking about you definitely shouldn't make a suggestion. There is a clear procedure for that exact situation. 14CFR91.175(e)(2) I sure hope your controller job doesn't go beyond Vatsim
@@bangaloremusic Looks to me like you are the one who lacks knowledge. Read the paragraph you cited. /It says a pilot shall "immediately execute an appropriate missed approach procedure when either of the following conditions exist:
(2) Whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA," The problem is that the "appropriate MAP" begins at the missed approach point, not some random spot inside that and not well below the MDA which is where pilots trying to circle to land find themselves when attempting the maneuver in inclement flight conditions. What procedure do you apply from somewhere inside the MAP and well below DH/DA? Until the pilot climbs back to the MDA he is on his own without terrain protection, an assigned altitude or a clearance limit. He was cleared to the destination airport, remember? This is why I said as a controller my question would be "say intentions"? ATC will rarely issue a circling clearance unless the reported weather is well above minimums and no other traffic will be impacted by the junior airman's attempt to find his auger in point. It gives away too much airspace and has too many vagaries. I was a controller for 32 years, retired now, but much of my experience was as an approach controller also as a procedures specialist and supervisor. I outlived many who thought they knew better. Good luck and don't push minimums!
@@stevenpurcell4292 Army helicopter Instrument Examiner here. I agree that the IFR portion ends when the decision is made to descend visually. What distinguishes IEs is that we also design approaches overseas in combat areas where there are no approved ICAO or FAA approaches. The missed is designed to be used from the MAP. Between the MAP and any other point you are on your own. It’s essentially IIMC and not a missed approach. That being said, I would typically call it to approach as a missed approach. Simpler than squeaking emergency and telling the controller I was just talking to that I’m IIMC and want to do what I would have done if I didn’t dork up VFR approach. It’s not technically correct, but haven’t confused a controller yet when I do it to guys for training. Also it lets me grade respond to IIMC during an eval.
@@austinrothjr Austin, my point was that as a controller my response to a missed approach declaration from a circling approach would be, "say intentions", the same response as would give to a declaration of emergency. Controllers are under no obligation to provide vectors or terrain avoidance guidance to pilots operating below the MDA, beyond the MAP. It is the pilot's responsibility to remain clear of clouds and terrain until they are above the MVA and on a published portion of the MA or published IFR departure procedure. My reason for saying that is to discourage VFR flight into IMC on the visual portion of a circling approach. The pilot should never accept a circling clearance unless he is certain that he can complete the approach in VMC. I'm sure you and I could discuss the various options and scenarios all day. Thanks for your insight.
@@stevenpurcell4292 Completely agree. You’re under no obligation and pilots should be prepared to be on their own for the first few moments just as if they were IIMC because they kind of are. ATC may not even have you on radar and/or you’ll initially be below the min vectoring alt anyway. You’re going to get a “say intentions” wether you’re IIMC or missed approach for weather anyway. I think you’re exactly right.
U lost me when u went outside
Who names a fix 'XECRE' lol? Must be at least 3 or 4 ways people might say that
"Non-towered," not "uncontrolled."