Night Circling to ALAs
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Night Circling to ALAs
A question that I have always wondered: CAAPs allow ALA owners to use their dirt strip at night, with suggested minimum lighting requirements.
However, there is no mention of any circling altitudes etc or how they legally can be designed to allow for a night arrival.
So, can an owner or pilot legally design a night circling area (for night in VMC obviously) to enable arrival to a dirt strip by night, meeting the minimum obstacle clearance requirements for their aircraft type?
If not, how are you supposed to establish yourself on finals to an ALA by night considering no PAPI, no Instrument Approach, no published circling?
I have looked at CAAPs, CAOs, and AIP with no luck.
However, there is no mention of any circling altitudes etc or how they legally can be designed to allow for a night arrival.
So, can an owner or pilot legally design a night circling area (for night in VMC obviously) to enable arrival to a dirt strip by night, meeting the minimum obstacle clearance requirements for their aircraft type?
If not, how are you supposed to establish yourself on finals to an ALA by night considering no PAPI, no Instrument Approach, no published circling?
I have looked at CAAPs, CAOs, and AIP with no luck.
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No Body is right, it's just NVFR, just like visiting any unlicenced strip at night that doesn't have approach procedures, like pretty much any VFR council strip with lighting in Australia.
That being said it would be prudent to check the maps for terrain surrounding. From memory, doesn't the ERSA speak of high terrain on approach that could be a risk to aircraft?
That being said it would be prudent to check the maps for terrain surrounding. From memory, doesn't the ERSA speak of high terrain on approach that could be a risk to aircraft?
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Standard noaid aerodrome procedures - the fact that it's unlicenced doesn't really matter - the aerodrome either it has an IAP or it doesn't. In which case, in VMC - IFR aircraft can conduct a visual approach under the requirements (descend below LSALT within the circling area and intercept the normal descent profile for landing), VFR aircraft, same procedures with the standard NVFR 3nm circling area.
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Cougar
Get yourself a 1:100,000 Map draw a 3nm circle centred on the runway and find the highest terrain in that area. Add 300ft (Cat B) presto circling area.
Not exactly by the book i.e. tangents from thresholds etc, but it works for the me (RAAF).......
Get yourself a 1:100,000 Map draw a 3nm circle centred on the runway and find the highest terrain in that area. Add 300ft (Cat B) presto circling area.
Not exactly by the book i.e. tangents from thresholds etc, but it works for the me (RAAF).......
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Get yourself a 1:100,000 Map draw a 3nm circle centred on the runway and find the highest terrain in that area. Add 300ft (Cat B) presto circling area
Stooging around at 300' in unfamilliar territory at night? Not for me.
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Cougar
Having only ever flown RAAF i can't comment on the legality issue.
4-Balls
Add 660 to the highest terrain then. At least you would know what terrain the circling area was based on, so if you spud in you only have yourself to blame. I dare say most people would never have looked at a topo of their local airfield to see what terrain/obstacle the cicling area is based off.
Having only ever flown RAAF i can't comment on the legality issue.
4-Balls
Add 660 to the highest terrain then. At least you would know what terrain the circling area was based on, so if you spud in you only have yourself to blame. I dare say most people would never have looked at a topo of their local airfield to see what terrain/obstacle the cicling area is based off.
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I assume the advice in post #5 is within the framework of the night circling rules detailed on page ENR 1.5 - 4, i.e. you would not drop down to 300FT above obstacles until established on final.
Paragraph 4.5.2 of page ENR 1.5 - 29 requires that you maintain LSALT until within 3NM of the airfield if operating IFR into an airfield without an instrument approach. If I were NVFR I apply the same rules.
Cougar,
If I were operating NVFR into an unfamiliar ALA I would:
1. Obtain the largest scale map possible and ascertain what the highest terrain within 3NM was.
2. Contact the operator and find out if there are any man made obstacles near the airfield that may not be on the map. I would also ascertain what lighting is going to be available.
3. Maintain LSALT until overhead as I find judging distances visually at night more difficult than in daylight.
4. Once overhead I would commence a circling descent maintaining the aircraft within the same lateral confines I would use for a normal circuit and position on down wind ALT (1,000FT AGL).
5. Fly a normal circuit. The qualification is that the circuits I fly as an ADF pilot are much tighter than those normally used by operators of GA types. Accordingly I am quite happy that the pictures used for a normal circuit will keep me well within 3NM. We also aim to roll out on final at 500FT AO (minimum 400FT AO), so that satisfies the requirement to maintain above 300FT above obstacles until on final. However if I found any inconveniently positioned obstacles (i.e. base/final area) during my previous preparation, I would limit my descent accordingly.
Probably not the most efficient way of doing it, but it’s certainly safe and stays within the rules. I would think that the procedures for visual approaches into ALAs are not detailed for the same reason as for a missed approach during circling. There are many different ways of getting the job done, and to document them all would make AIP even bigger and more unwieldy than it already is.
Paragraph 4.5.2 of page ENR 1.5 - 29 requires that you maintain LSALT until within 3NM of the airfield if operating IFR into an airfield without an instrument approach. If I were NVFR I apply the same rules.
Cougar,
If I were operating NVFR into an unfamiliar ALA I would:
1. Obtain the largest scale map possible and ascertain what the highest terrain within 3NM was.
2. Contact the operator and find out if there are any man made obstacles near the airfield that may not be on the map. I would also ascertain what lighting is going to be available.
3. Maintain LSALT until overhead as I find judging distances visually at night more difficult than in daylight.
4. Once overhead I would commence a circling descent maintaining the aircraft within the same lateral confines I would use for a normal circuit and position on down wind ALT (1,000FT AGL).
5. Fly a normal circuit. The qualification is that the circuits I fly as an ADF pilot are much tighter than those normally used by operators of GA types. Accordingly I am quite happy that the pictures used for a normal circuit will keep me well within 3NM. We also aim to roll out on final at 500FT AO (minimum 400FT AO), so that satisfies the requirement to maintain above 300FT above obstacles until on final. However if I found any inconveniently positioned obstacles (i.e. base/final area) during my previous preparation, I would limit my descent accordingly.
Probably not the most efficient way of doing it, but it’s certainly safe and stays within the rules. I would think that the procedures for visual approaches into ALAs are not detailed for the same reason as for a missed approach during circling. There are many different ways of getting the job done, and to document them all would make AIP even bigger and more unwieldy than it already is.
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Thanks Sandy - good answer. Cheers.
Just for info, I have surveyed the potential field by day from the ground and thus have already confirmed man made obstacles etc.
Just for info, I have surveyed the potential field by day from the ground and thus have already confirmed man made obstacles etc.
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Simple process really. While flying a tight circuit, keep an eye on the runway lights. If they stay lit all the way round and on final, then you're clear of obstructions...wallah! If lights start disappearing, then there's something between them and you. NVFR is NVFR.
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Lodown,
Remind me not to come night flying with you based on this procedure!
Sequence could be something like : runway lights disappear, then WALLAH - you hit a hill you weren't aware of because you were somehow relying on contact with runway lights to provide terrain awareness.
Despite the mention of 3nm, I don't believe the intent of the above paragraph is for IFR aircraft to change to VFR. That would involve cancelling SARWATCH airborne, then advising ATC of the change to VFR (and ideally lodging a SARTIME) before commencing the approach.
Whilst para 1.7.2 specifically relates to the IFR Circling Approach, please for your own (and for that of your pax) sake look at a toppo. Regardless of Flight Rules, have a plan for a suitable descent point (considering obstacles on downwind and base), and forget the reliance on runway lights for terrain clearance. They won't save your life.
VI
Simple process really. While flying a tight circuit, keep an eye on the runway lights. If they stay lit all the way round and on final, then you're clear of obstructions...wallah! If lights start disappearing, then there's something between them and you. NVFR is NVFR.
Sequence could be something like : runway lights disappear, then WALLAH - you hit a hill you weren't aware of because you were somehow relying on contact with runway lights to provide terrain awareness.
ENR 1.5 para 4.5.2 Aerodromes without Approved Instrument Approach Procedure
IFR Day - visual approach requirements.
IFR Night - VMC from LSALT within 3NM.
IFR Day - visual approach requirements.
IFR Night - VMC from LSALT within 3NM.
ENR 1.5 para 1.7.2 The information provided by spot heights on IAL charts must be
treated with caution. Spot heights on IAL charts do not necessarily
indicate the highest terrain, or all obstacles in the circling area. In
addition, the charts may not cover all of the circling area. Before
commencing an instrument approach, pilots should familiarise
themselves with the location and altitude of obstacles in the circling
area by studying an appropriate topographic map.
treated with caution. Spot heights on IAL charts do not necessarily
indicate the highest terrain, or all obstacles in the circling area. In
addition, the charts may not cover all of the circling area. Before
commencing an instrument approach, pilots should familiarise
themselves with the location and altitude of obstacles in the circling
area by studying an appropriate topographic map.
VI
I have flown into a number of ALA's at night with a double or single row kero flare path - including the one on the video in the "Photos" thread. Everyone I knew well in broad daylight, and I suspect the RFDS mostly do as well. One would think they have collected their own data on strips given all the years that they have been doing it.
The biggest danger in my opinion is flying into the ground short of the strip - particularly if the strip has any slope to it.
A tight circuit, moderately steep final approach and an aiming point some way down the strip is the go!
Dr
The biggest danger in my opinion is flying into the ground short of the strip - particularly if the strip has any slope to it.
A tight circuit, moderately steep final approach and an aiming point some way down the strip is the go!
Dr
I have considerable experience operating into blackhole strips at night in the middle of no where, using flares as runway lighting, and to say I'm both amused and shocked at some of the suggestions above is an understatement!
Lodown, I'll join VH in saying I hope you're never flying an aircraft I'm on! This is a great way to have a CFIT accident.
The procedure I employ to safely and successfully fly into a black hole, no aid aerodrome at night is quite simple.
1. Ensure you have airstrip info in the first place, length, elevation, runway orientation, width, as bare minimums. That'll give you an idea of what the lights will look like flying down final as well.
2. Are there tree's around the airstrip? Where are they? Any towers around the area? If you're landing at a property airstrip, every property I've ever been to has at least a tower near the homestead for the telephone. So where is it? Where are the hills? Is the final approach paths at both ends clear of terrain, obstacles etc.? These should all be standard questions for even day time anyway.
3. In these days, with technology, make Google Earth your friend! Don't use it as a primary resource, just a secondary one to have a look around the place and try and find the obvious things. It helps develop a picture in your head when you're flying around the circuit. And of course, have a look at your WAC chart. It sounds great to be able to have a look at a 1:100,000 topographical map, but let's be realistic, who carries one of these for everywhere in Australia? The area I fly around covers probably a good 600,000 SqKm. We'd just about need an entire room just to keep the maps.
4. Always fly a minimum of 4 legs of the circuit. I always bring myself overhead the aerodrome first at the route LSALT to check that there's no lights out that could create a confusing picture for me on final approach. Once I'm overhead, I'll come down to 1,000AGL. No lower. Night circling is a dangerous procedure at the best of times. Let's not make it even more dangerous by conducting a low circuit in a black hole. If I can't safely do it at 1,000ft, sorry, we're going home.
That's my basic ways of going about night circling into no aid, black hole aerodromes. It's worked the hundreds of times I've done it, and it's the way it's been taught to me by those who have done it thousands of times. Some of it may be a bit over cautious, but really, isn't that how we prevent accidents in the first place?
Cheers
morno
Simple process really. While flying a tight circuit, keep an eye on the runway lights. If they stay lit all the way round and on final, then you're clear of obstructions...wallah! If lights start disappearing, then there's something between them and you. NVFR is NVFR.
The procedure I employ to safely and successfully fly into a black hole, no aid aerodrome at night is quite simple.
1. Ensure you have airstrip info in the first place, length, elevation, runway orientation, width, as bare minimums. That'll give you an idea of what the lights will look like flying down final as well.
2. Are there tree's around the airstrip? Where are they? Any towers around the area? If you're landing at a property airstrip, every property I've ever been to has at least a tower near the homestead for the telephone. So where is it? Where are the hills? Is the final approach paths at both ends clear of terrain, obstacles etc.? These should all be standard questions for even day time anyway.
3. In these days, with technology, make Google Earth your friend! Don't use it as a primary resource, just a secondary one to have a look around the place and try and find the obvious things. It helps develop a picture in your head when you're flying around the circuit. And of course, have a look at your WAC chart. It sounds great to be able to have a look at a 1:100,000 topographical map, but let's be realistic, who carries one of these for everywhere in Australia? The area I fly around covers probably a good 600,000 SqKm. We'd just about need an entire room just to keep the maps.
4. Always fly a minimum of 4 legs of the circuit. I always bring myself overhead the aerodrome first at the route LSALT to check that there's no lights out that could create a confusing picture for me on final approach. Once I'm overhead, I'll come down to 1,000AGL. No lower. Night circling is a dangerous procedure at the best of times. Let's not make it even more dangerous by conducting a low circuit in a black hole. If I can't safely do it at 1,000ft, sorry, we're going home.
That's my basic ways of going about night circling into no aid, black hole aerodromes. It's worked the hundreds of times I've done it, and it's the way it's been taught to me by those who have done it thousands of times. Some of it may be a bit over cautious, but really, isn't that how we prevent accidents in the first place?
Cheers
morno
Morno, CLX, FTDK are spot on with their comments!
Why would you fly a tight circuit and risk getting yourself a high rate of descent into a black hole situation or landing long onto the strip.
In the AIP doesn't it say something for a circling approach about maintaining a constant rate of descent for the aitcraft type, which should be about 500fpm on finals.
Just remember your IFR altimeter is accurate to +/- 60 feet, your local QNH can be out by up to 5 hpa to the area QNH and if the ALA has no TAF or AWIS so their can be an error of up to 300', so the old turning 500 feet on finals could be rather embarrassing. Don't forget the unlit obstacles such as the Telstra tower, grain silos, farm sheds, high terrain that can be present in the circuit or circling area.
Take into consideration that runway lights may not be a uniform distance apart, if you are using lanterns they can unevenly spaced, not all the same brightness etc.
Why would you fly a tight circuit and risk getting yourself a high rate of descent into a black hole situation or landing long onto the strip.
In the AIP doesn't it say something for a circling approach about maintaining a constant rate of descent for the aitcraft type, which should be about 500fpm on finals.
Just remember your IFR altimeter is accurate to +/- 60 feet, your local QNH can be out by up to 5 hpa to the area QNH and if the ALA has no TAF or AWIS so their can be an error of up to 300', so the old turning 500 feet on finals could be rather embarrassing. Don't forget the unlit obstacles such as the Telstra tower, grain silos, farm sheds, high terrain that can be present in the circuit or circling area.
Take into consideration that runway lights may not be a uniform distance apart, if you are using lanterns they can unevenly spaced, not all the same brightness etc.
Last edited by Stationair8; 2nd Jul 2009 at 08:30.
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Good post Morno.
Not to mention flying into a mast or antenna - which will probably fail to make the runway lights "disappear" on approach.
Lodown, I'll join VH in saying I hope you're never flying an aircraft I'm on! This is a great way to have a CFIT accident.
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A circling approach conducted AFTER an instrument approach. Therefore, if there is NO instrument approach then it is simply a Night Visual Approach i.e. not below LSALT until visual approach requirements are met. No VASIS = descend below LSALT whilst overhead the field remaining in the circling area then fly a night visual circuit at normal circuit altitudes.
Check Attitude
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Night Circling
Monarch Airlines, PA31-350, VH-NDU, June 1993
Night circling approach after IFR arrival. Impacted terrain on downwind.
ATSB report available:
Occurrence Number: 199301743 Location: Young, Aero.
Occurrence Date: 11 June 1993
Lodown nailed it, if the lights disappear there's something between you and lights,
in this case rising terrain during a right circuit with visual cues different from pilot seat to what is normally seen on a left cct.
The inquest made a great deal out of a U/S autopilot,
but the aircraft navigated successfully from Sydney to Young, only to have a CFIT while circling.
Night circling approach after IFR arrival. Impacted terrain on downwind.
ATSB report available:
Occurrence Number: 199301743 Location: Young, Aero.
Occurrence Date: 11 June 1993
Lodown nailed it, if the lights disappear there's something between you and lights,
in this case rising terrain during a right circuit with visual cues different from pilot seat to what is normally seen on a left cct.
The inquest made a great deal out of a U/S autopilot,
but the aircraft navigated successfully from Sydney to Young, only to have a CFIT while circling.
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1,000 ft AGL simply won't cut it if there is a significant obstacle within 3Nms of the aerodrome. I agree with the sentiment, but the 300 ft obstacle clearance off a topo (+360' if not surveyed) will define if in fact the circuit needs to be greater than 1,000 AGL. Prob not relevant up NW, but certainly down SE.