Tee Emm
10th Oct 2007, 13:53
The Gold Coast NDB approach depicts an inbound final track to the NDB of 230 degrees. When planning for a circling approach to runway 14, it appears that (circling provisions met) a right turn on to the reciprocal of the runway direction is satisfactory and keeps the aircraft clear of the no circling area to the west of the airport. Of course the airport will be temporarily out of view during the right turn.
On the other hand there seems to be a good case for tracking towards the NDB and when adequate visual contact is made better than the circling minimum visibility, simply execute a left turn at or shortly before the NDB onto the reciprocal heading of runway 14. In other words a left hand circuit which provides a better chance of keeping the runway in sight for a longer period before turning left base. The missed approach procedure depicted on the IAL chart of necessity encroaches for a short radius into the no circling side of the airport so there seems no reason why a similar turn could be continued beyond the 090 missed approach final track. Comments appreciated?
On the other hand there seems to be a good case for tracking towards the NDB and when adequate visual contact is made better than the circling minimum visibility, simply execute a left turn at or shortly before the NDB onto the reciprocal heading of runway 14. In other words a left hand circuit which provides a better chance of keeping the runway in sight for a longer period before turning left base. The missed approach procedure depicted on the IAL chart of necessity encroaches for a short radius into the no circling side of the airport so there seems no reason why a similar turn could be continued beyond the 090 missed approach final track. Comments appreciated?