S/E Circling To Land: To Retract Or Not To Retract?
Join Date: Mar 2000
Location: Arizona USA
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Interesting point raised about "circling and IFR cancellation."
In the USA, if you are performing an IFR approach where the ceiling and/or visibility are below basic VFR minimums, and the airspace around the airfield is controlled (class D/E for example)....IF the pilot cancels IFR before landing, he would then be operating in controlled airapace below basic VFR minimums, without an IFR clearance.
NOT good, if (for example) an FAA Inspector should be watching/listening
In the USA, if you are performing an IFR approach where the ceiling and/or visibility are below basic VFR minimums, and the airspace around the airfield is controlled (class D/E for example)....IF the pilot cancels IFR before landing, he would then be operating in controlled airapace below basic VFR minimums, without an IFR clearance.
NOT good, if (for example) an FAA Inspector should be watching/listening
Join Date: Mar 2002
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On the cancell IFR, there is no requirement. As has already been said, in a cat A aircraft, the circling minima will be below VMC in controlled airspace.
IMHO, a circling approach is simply a non precision approach with a very long time spent level at MDA.
I expect that everyone on a single engine non precision approach will lower the gear at the FAF. They will then (subject to step downs) get down to MDA as soon as possible and fly level at that until visual or MAP.
Thus there is absolutely no problem with the aircraft maintaining level flight on one engine. In fact it is a public transport requirement. If the aircraft can not maintain height then the planning minima along the whole route are ceiling 1000ft i.e. one must be able to complete a forced landing and no over water flight is permitted.
In a real emergency the best option is a visual approach. If that is not possible then an instrument straight in approach. A circling approach is a last resort.
Confusion has arrisen because the sequence of the IR test is being confused with a circling approach.
On the test, the examminer will have simulated an engine failure in the missed approach. The correct actions indicate that the pilot can cope correctly with an engine failure IMC in the climb, close to the ground be that in a missed approach or after take-off. This does not test the candidate's ability to fly a single engien approach to appropriate minima and at the appropriate point execute a single engine missed approach.
In order to test the latter, the missed approach for the ILS is flown single engine but terminated as soon as the examiner is happy that the correct avtions have been completed and a visual circuit is completed to land.
This visual circuit is not a circle to land it is merely a means to get the aircraft back onto the ground at the completion of the test.
DFC
IMHO, a circling approach is simply a non precision approach with a very long time spent level at MDA.
I expect that everyone on a single engine non precision approach will lower the gear at the FAF. They will then (subject to step downs) get down to MDA as soon as possible and fly level at that until visual or MAP.
Thus there is absolutely no problem with the aircraft maintaining level flight on one engine. In fact it is a public transport requirement. If the aircraft can not maintain height then the planning minima along the whole route are ceiling 1000ft i.e. one must be able to complete a forced landing and no over water flight is permitted.
In a real emergency the best option is a visual approach. If that is not possible then an instrument straight in approach. A circling approach is a last resort.
Confusion has arrisen because the sequence of the IR test is being confused with a circling approach.
On the test, the examminer will have simulated an engine failure in the missed approach. The correct actions indicate that the pilot can cope correctly with an engine failure IMC in the climb, close to the ground be that in a missed approach or after take-off. This does not test the candidate's ability to fly a single engien approach to appropriate minima and at the appropriate point execute a single engine missed approach.
In order to test the latter, the missed approach for the ILS is flown single engine but terminated as soon as the examiner is happy that the correct avtions have been completed and a visual circuit is completed to land.
This visual circuit is not a circle to land it is merely a means to get the aircraft back onto the ground at the completion of the test.
DFC
Moderator
DFC,
You suggest that
"there is absolutely no problem with the aircraft maintaining level flight on one engine. In fact it is a public transport requirement".
As this statement follows directly on from
"I expect that everyone on a single engine non precision approach will lower the gear at the FAF. They will then (subject to step downs) get down to MDA as soon as possible and fly level at that until visual or MAP"
it appears you are suggesting that the two are linked, ie one has a mandated ability to fly level OEI with the gear down ?
I, for one, have missed something here. Could I ask for you to guide me to the requirement which supports your statement , please ?
You suggest that
"there is absolutely no problem with the aircraft maintaining level flight on one engine. In fact it is a public transport requirement".
As this statement follows directly on from
"I expect that everyone on a single engine non precision approach will lower the gear at the FAF. They will then (subject to step downs) get down to MDA as soon as possible and fly level at that until visual or MAP"
it appears you are suggesting that the two are linked, ie one has a mandated ability to fly level OEI with the gear down ?
I, for one, have missed something here. Could I ask for you to guide me to the requirement which supports your statement , please ?
