Originally Posted by Pilot Pete
During the day they will expect you to G/A into a downwind left hand visual pattern for another approach to RWY18. At night I can only assume they were expecting the same! Don't know about you, but I certainly wouldn't be doing that in the dark!?
- we are straying somewhat from the original question, but I took your words to imply that this was the 'expected procedure'. I would probably be happy to do it at night
providing I am at or above c min
and I have the necessary visual references
IF the need arose - but when will it? As I said, neither BA nor current mention it. I am now getting quite confused with your company 'SOP' - surely flying a LH visual off 18 and then having to break it off downwind with another a/c on the approach is yet another self-made disaster waiting to happen? What are you going to do? I think I'll stick with the published g/a!
I will ask the company if they would consider including this procedure in the sim check (which includes circle 36) as 'expected procedure' and I think I know the answer! Do
you practice this circuit in the sim? In view of your post, why would you not conduct a circle to land onto 18 at night at circling minima?
The g/a for engine failure you talk of - are you saying your SOP is to fly a visual circuit?
If not, there is plenty of time for ATC to break off the inbound and send it around; there would be no conflict. I.E. No one to 'outclimb'.