Gold Coast Runway 14 Circling Procedure from NDB approach.

[Tee Emm]

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?

[SmokingHole]

Of course the airport will be temporarily out of view during the right turn

Why? I join left downwind in a right turn regularly and manage to keep the runway in sight.

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

On what do you base this 'good case'? Given the no circling to the west, why would you not join a typical left downwing at MDA rather than turning left (joining upwind) and basically doing a 270 turn to the left in order to achieve the same thing?

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

The missed approach, commencing at the NDB involves a climbing left turn to track 090. The a/c must be capable of achieving a 2.5% climb gradient to guarantee the 100' obstacle clearance in the missed approach (AIP ENR 1.10.1 Note2). If you're in the missed approach you're climbing. Given the 10nm MSA of 4600', I wouldn't advise modifying the missed approach proceedure.

If you were that determined to use runway 14, why not do the SI NDB for 14 and get down the extra 60'?