It has been
VB policy for at least 4 years not to fly circling approaches unless there is no alternative. I think the only change to that policy in recent years has been the emphasis that there is always an alternative.
DME arrivals are to be used as a cloud break to enable a normal visual approach. IE 1500' circuit.
That all the relevant Class D controllers aren't aware of this fact shows a communications lapse somewhere between
VB flight ops and Airservices personnel. This is probably not unusual knowing both of these organisations. It is to the credit of Pprune that we have somewhere other than the Twr frequency to discuss this.
Keep in mind, that unlike pilots from Jetstar or Sunstate, the
VB pilots fly a fairly random roster, and one may not visit a particular tower in over a year. Particularly Mel based pilots in Central Qld and Bne pilots to Launceston. And when we do it may be a CAVOK day, obviating any discussion of practical application of the minima. Management is more than happy for us to fly a full approach in conditions that you probably wouldn't consider marginal, and check/trainers are particularly encouraging the use of RNAV approaches, which take a little more time/fuel sometimes but have unarguable safety benefits.
Blip you have a valid point about the higher circling mins perhaps predicating a higher Alt minima. I may throw that one at a checkie soon, but as we would fly a straight-in NPA of some sort in any case where diversion to an alternate is considered that would be a theoretical argument anyway.