Missed Approach during circle to land
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Hy Groucho.
Actually, you got confused. Of course there is a minimum to make a visual approach (ceiling 1500ft and visibility 5000m). Exemple: the MDA is 600ft and the ceiling at this moment is 900ft. In this case, I could not make a visual approach, but I would be able to circle to land.
Again, I said the ceiling is under the minimun required to make a visual circuit, only to avoid answers like: after go around, make a visual approach (crosswind leg, downwind leg, etc). Did you get it??????
Now, if you got so confused because of this, forget about it and focus on what really matters in this thread: I wold like to read more about my doubt: which IFR procedure should I follow and how to execute it?
I'm not talking about only airliners planes... Imagine this situation in GA, for exemple.
So, I ask everyone: Is there any publication beyond the ICAO Doc 8168 and the Circling Approach Discussion Paper??
Actually, you got confused. Of course there is a minimum to make a visual approach (ceiling 1500ft and visibility 5000m). Exemple: the MDA is 600ft and the ceiling at this moment is 900ft. In this case, I could not make a visual approach, but I would be able to circle to land.
Again, I said the ceiling is under the minimun required to make a visual circuit, only to avoid answers like: after go around, make a visual approach (crosswind leg, downwind leg, etc). Did you get it??????
Now, if you got so confused because of this, forget about it and focus on what really matters in this thread: I wold like to read more about my doubt: which IFR procedure should I follow and how to execute it?
I'm not talking about only airliners planes... Imagine this situation in GA, for exemple.
So, I ask everyone: Is there any publication beyond the ICAO Doc 8168 and the Circling Approach Discussion Paper??
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I didn't mention " visual circuit" you guys dreamt that one up!
‘Visual approach’ means an approach when either part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to the terrain.
The original question was in regards to the missed approach following a circle ( or part circling) procedure.
Please read more carefully the previous answer and all will become clear.
Bloggs of course you can have a lower vis for a visual approach segment following an instrument approach than required for a circle. check any Jepp or Aerad .
Groucho, nope! if the chart specifies more vis then you go by the chart, Vienna, Innsbrook, Chambery, all require more than 2400m. I.e at MDA you must have the required in flight Vis to continue the manoeuvre.
‘Visual approach’ means an approach when either part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to the terrain.
The original question was in regards to the missed approach following a circle ( or part circling) procedure.
Please read more carefully the previous answer and all will become clear.
Bloggs of course you can have a lower vis for a visual approach segment following an instrument approach than required for a circle. check any Jepp or Aerad .
Groucho, nope! if the chart specifies more vis then you go by the chart, Vienna, Innsbrook, Chambery, all require more than 2400m. I.e at MDA you must have the required in flight Vis to continue the manoeuvre.
In Australia a visual approach requires 5000m vis, a circle to land is not a visual approach, the visual part of a straight in instrument approach is also not a visual approach. Perhaps the terminology problem here is due to different country's rules.
The point is that Pedro was just trying to limit the answers to the requirements for flying a missed approach in IMC, he didn't want anyone saying that you should climb back up to MDA and have another go at it. That was pretty obvious from the context of the question. Nitpicking terminology is beside the point.
The point is that Pedro was just trying to limit the answers to the requirements for flying a missed approach in IMC, he didn't want anyone saying that you should climb back up to MDA and have another go at it. That was pretty obvious from the context of the question. Nitpicking terminology is beside the point.
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Kirks -
"Groucho, nope! if the chart specifies more vis then you go by the chart"
hoping you noticed
"the minimum visibility for a CTL is IN FLIGHT VIS (not RVR) and used to be 2400m for Cat C (3600 Cat D?)"
I have highlighted it for you.
"Groucho, nope! if the chart specifies more vis then you go by the chart"
hoping you noticed
"the minimum visibility for a CTL is IN FLIGHT VIS (not RVR) and used to be 2400m for Cat C (3600 Cat D?)"
I have highlighted it for you.
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Pedro - I'm not sure what you are seeking. All the early posts tell you what to do, and your 'need' for written instructions leaves me breathless! If nothing else, 'justanotherflyer' give you the SENSIBLE answer.
To answer your post (no 9), yes, climb to circling MDA before manoeuvring TO BE SAFE (especially if you cannot 'see') since ONLY at or above that MDA are you clear of obstacles within the circling area. Again, commonsense really?
This should all be taught to you before you do any circling,
To answer your post (no 9), yes, climb to circling MDA before manoeuvring TO BE SAFE (especially if you cannot 'see') since ONLY at or above that MDA are you clear of obstacles within the circling area. Again, commonsense really?
This should all be taught to you before you do any circling,
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Groucho, is it a problem I want to read about? 
If you do not know where I can find official publications, just say me
I'm not doubting anyone about my question. One more time, you got so confused...
Besides, the more a pilot can read, the better for him.
If you do not know where I can find official publications, just say me
I'm not doubting anyone about my question. One more time, you got so confused...
Besides, the more a pilot can read, the better for him.
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"I'm not doubting anyone about my question. One more time, you got so confused..."
One more time - we have answered your question. WHO is confused?
"Besides, the more a pilot can read, the better for him."
Should read
"the more a pilot can work out from the obvious, the better for him."
If you are still desperate for written words, why not ask your training department, or are we a flight simmer?
One more time - we have answered your question. WHO is confused?
"Besides, the more a pilot can read, the better for him."
Should read
"the more a pilot can work out from the obvious, the better for him."
If you are still desperate for written words, why not ask your training department, or are we a flight simmer?
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No, you did not answer. At least about official publications, you did not.
I´m not desperate for written words, I just asked a simple question about written words. You who seems desperate, maybe beacuse you could not answer.
I do not know why you do not accept my question, even it is so obvious. Please, can I read abou this? I ask again. Dou you let me read about this? Please, please, please.
Thanks a lot.
I´m not desperate for written words, I just asked a simple question about written words. You who seems desperate, maybe beacuse you could not answer.
I do not know why you do not accept my question, even it is so obvious. Please, can I read abou this? I ask again. Dou you let me read about this? Please, please, please.
Thanks a lot.
