Circling and landing from an approach

Choose a maneuver the conditions can support

Circling is the visual maneuver after an instrument segment to align with a landing runway, often because wind, alignment or procedure design makes a straight-in landing unsuitable. It combines low-altitude maneuvering, altitude/speed control, traffic awareness and continuous airport identification. A published circling line is not a promise that this pilot, aircraft and weather can safely complete every pattern.

Before accepting it, evaluate category/speed, protected area, restrictions, runway wind/length/surface, visibility, cloud clearance, terrain, lighting, aircraft maneuvering/performance and a lost-contact plan. A suitable straight-in approach or another airport may preserve more margin, especially at night or in marginal visibility. Do not make circling the default merely because it appears on the chart. Use actual AFM/POH performance and instructor/operator personal limits.

Current AIM prohibits circling from GLS, from an ILS without a LOC line, and from an RNAV (GPS) approach without an LNAV line. Use the appropriate lateral-only/circling operation, its MDA and MAP, rather than carrying an ILS/LPV DA into the visual circle. A circling-only chart does not prevent a straight-in landing when the intended runway is visible with sufficient time for a normal approach and applicable ATC landing authorization; it does not create a lower straight-in minimum.

AIM 5-4-20: circling minima, prohibited source operations and straight-in from circling-only chart · ACS VI.D.K1/R1–R2, printed page 18 · 14 CFR §91.175: descent/landing/missed conditions

Know the protection you must remain within

Use the aircraft’s certified VREF or 1.3 VSO at maximum certificated landing weight for approach-category basis; do not lower category because today’s weight is lighter. Account for the speed actually needed. The current AIM recommends the appropriate higher-category minima when operating above the category band. This course uses that conservative method; if no suitable line/operation is available, choose a supported alternative rather than assume a fast circle is protected.

The circling protected area surrounds the runway ends and varies by category and procedure criteria. Charts using expanded circling criteria have the applicable circling symbol; the current TPP table uses category and circling MDA in MSL to account for true airspeed at altitude. Older standard criteria have different radii. Do not assume a universal 1.3-NM circle or use height above airport in the expanded table. Read the current legend/table for the actual chart.

At or above circling MDA and inside the appropriate area, the procedure’s obstacle protection applies; outside it or below MDA it does not automatically follow the airplane. Wind, higher true airspeed and shallow-bank turn radius can carry a maneuver outside protection even at a familiar indicated speed. For example, a tailwind on downwind increases distance covered and leaves less time before the base turn. Plan a track that stays within the actual area using normal safe maneuvers, not a distant full-size visual pattern.

Charted no-circling sectors, category exclusions and day/night limits remain binding despite an ATC clearance. Identify these on the actual plan view before starting. A moving map can support awareness, but an approximate ring or runway distance alone is not the exact protected-area assessment.

AIM 5-4-7: category basis, higher-category recommended method and turn factors · AIM 5-4-20: standard/expanded radii, MSL altitude and chart restrictions · ACS VI.D.K1/R5, printed page 18

Brief runway, traffic, configuration and missed

Select the intended runway and verify usable landing distance, surface, wind/crosswind, gusts, turbulence, windshear, obstacles, closures and wake/traffic considerations. Obtain and follow relevant ATC instructions and landing clearance where required. At a nontowered airport, follow the current AIM’s turn-direction guidance based on §91.126(b), unless a published circling restriction requires turns in the opposite direction. A chart restriction is not erased by convenience or an assumed traffic pattern.

Brief how to join a base or downwind appropriate to the landing runway, weather, traffic and altitude to lose with normal maneuvers. Decide a safe circling altitude at or above MDA, actual speed/configuration, checkpoints for area/contact/control and the lost-contact return. The manufacturer governs gear/flap/speed/power and limits; there is no universal circling configuration. Finish approach/landing checklist preparation before low-altitude workload peaks.

Arrive at MDA or the preselected higher circling altitude before the MAP with a stable manageable descent. Keep instrument altitude/airspeed cross-check during the visual maneuver. Automation may help reach/maintain an altitude but its lateral modes can follow the instrument final or turn toward an unintended missed leg. Know when and how the actual supplement requires mode changes/manual flight. Do not program a new route while a low circle needs attention.

AIM 5-4-20: traffic, direction, restrictions and visual maneuvering · 14 CFR §91.126(b): powered fixed-wing turn direction at applicable nontowered airports · ACS VI.D.S1–S4, printed page 18

Keep the circle stable and the descent normal

Remain at or above the selected circling altitude/MDA until continuously positioned for a normal descent and normal maneuvers to the intended runway with required flight visibility and an identifiable listed reference. Do not descend early on downwind to keep the runway visible under cloud. That exchanges altitude protection for visual contact. If weather will not permit a normal maneuver within the area, go missed rather than widen or lower the pattern.

Maintain coordinated control and a safe aircraft-specific speed margin. Increased bank/load factor raises stall speed; a steep low turn or skidding attempt to tighten base-to-final can lead to stall/spin. An overshoot is a reason to go around, not pull harder or add rudder to force alignment. Keep altitude, speed, track and area awareness while checking the airport. Wind can change both drift and turn geometry; make small planned corrections rather than chasing runway sight picture.

When authorized visual descent is possible, establish a stable final to the chosen aiming point, maintain appropriate speed/configuration and verify that a normal touchdown/stopping distance remains. Neither adequate references nor a landing clearance obligates a landing from an unstable position. Do not float long, dive from high, or maneuver aggressively to “make” the runway. Use the actual aircraft go-around at the trained decision gate or sooner when a normal landing is unavailable.

14 CFR §91.175(c): normal-descent position, visibility and reference · AIM 5-4-20: remaining at circling altitude and normal descent · ACS VI.D.R5–R6/S5–S6/S8, printed page 18

Make the circling missed position-specific

Loss of an identifiable part of the airport during circling requires an immediate appropriate missed, except when the loss is only the result of normal aircraft bank. The exception does not permit continuing when cloud, precipitation or distance actually hides the airport. Recognize the difference before maneuvering; if the required situation no longer supports a safe landing, initiate the missed rather than prolong a blind circuit.

Current AIM calls for an initial climbing turn toward the landing runway to become established on the prescribed missed course, unless ATC provides an alternate. Direction and shape depend on where the airplane is when contact is lost. Turning directly to the hold from every point is not the prescribed maneuver. Maintain control and use the aircraft’s power/pitch/configuration procedure while navigating and reporting when able.

Joining the missed ground track alone may not supply vertical obstacle clearance after leaving the circling area; additional climb inside that area can be needed. The normal missed is designed from its normal start point/altitude, so circling, late or below-minimums go-arounds do not automatically retain normal obstacle protection or separation. Brief actual terrain, position, performance, minimum turn altitudes and traffic before the approach and obtain an amended clearance when needed. Review the circling missed; no universal escape maneuver is provided here.

14 CFR §91.175(e)(2): loss of airport contact and normal-bank exception · AIM 5-4-20: circling and vertical-clearance limitations · AIM 5-4-21: climbing turn toward landing runway and other-than-MAP protection

Identify a qualifying reference and the right runway

For ordinary natural-vision descent below MDA or beyond DA/DH, §91.175 requires all three conditions: normal-descent/normal-maneuver position continuously, flight visibility at least prescribed, and at least one listed reference distinctly visible and identifiable for the intended runway. The reference alone does not establish visibility, a landing clearance or suitable geometry. The rule’s normal-maneuver requirement applies to Part 91; Part 121/135 have an additional touchdown-zone condition in that clause. This course still trains a normal aiming/touchdown-zone landing.

Approach lights alone permit descent only to 100 feet above touchdown-zone elevation unless red terminating or side-row bars are also distinctly visible and identifiable. “A red light” is not the specified bar system. Some ALS types do not have those red features, and an ALSF system may operate in a reduced configuration. Know the actual charted/operating system. Other listed references can support further normal descent when all conditions remain satisfied.

Airport beacons, road lights, a GPS runway drawing and synthetic vision by themselves are not this natural-vision authorization. Confirm runway number/alignment, threshold and lighting with chart/course/position before turning visual. Special EFVS authorization under §91.176 is outside this lesson; a tablet or synthetic display does not grant it.

14 CFR §91.175(c)–(e): exact natural-vision reference groups and ALS exception · AIM 2-1-1: ALS functions/configuration and reduced ALSF-2 operation

Recognize the landing surface and protect the rollout

Runway markings are white; taxiway/holding/hazard markings are generally yellow. Runway designators help identify the intended magnetic alignment and parallel L/C/R runway. White centerline stripes give alignment. Threshold stripes/bar identify the start available for landing. Large paired aiming-point blocks provide an aiming reference, while paired touchdown-zone bars give touchdown-zone/distance information. Do not mistake those different elements for interchangeable landing permission.

A displaced threshold has white arrows leading to a threshold bar. Pavement before it is not available for touchdown from that approach direction, although it can have other permitted uses. A relocated threshold and temporary closure have different operational effects; read current NOTAMs. Yellow chevrons mark pavement unusable for landing/takeoff/taxi, and yellow crosses indicate a closed runway/taxiway. Absence of a cross does not prove open status. Confirm actual usable landing distance and aircraft performance before continuing.

After landing, maintain control and identify exit/holding boundaries before heads-down tasks. A mandatory holding-position sign has white lettering on red, such as “15–33,” identifying the protected runway entrance/boundary. A location sign has yellow lettering and border on black, such as “A,” telling where you are. Direction/exit signs have black lettering/arrows on yellow. A runway-distance-remaining sign is white numerals on black and indicates thousands of feet remaining. Signs identify locations/restrictions; they do not issue an ATC crossing clearance. Use the airport diagram and stop/clarify if uncertain.

Runway-holding pavement markings are four yellow lines: two solid and two dashed. The solid lines face the side where the aircraft must hold when approaching the runway. If instructed to hold short, stop with no part of the aircraft beyond the marking; at an operating tower, do not cross without clearance. At a nontowered airport, ensure adequate separation before crossing. After landing, the aircraft is not clear of the runway until every part has crossed the applicable holding marking; do not report clear while the tail remains inside. ILS critical-area holding markings have a yellow ladder-like pattern with an adjacent white-on-red ILS sign. When instructed to hold short of that area, stop before the boundary with the whole aircraft behind it; the area is not clear on exit until all parts have crossed its applicable marking.

AIM 2-3-2–2-3-3: colors, runway/threshold/aiming/TDZ markings · AIM 2-3-6: closed/hazard pavement · AIM 2-3-8–2-3-13: mandatory/location/direction/distance signs · AIM 2-3-5: runway and ILS holding markings, stopping and entire-aircraft clearance

Use lights for identification and path information

Read the actual chart and Chart Supplement lighting information, notices and operating hours. ALS provides the instrument-to-visual alignment transition; REIL is a pair of synchronized flashing lights identifying the approach end. Runway edge lights outline the landing surface: normally white, with yellow on the last 2,000 feet or half the instrument runway, whichever is shorter. End lights face the runway in red; threshold lights face arriving aircraft in green. Taxiway edge blue and centerline green are different systems and must not be mistaken for runway alignment.

Where installed, runway centerline lighting progresses from white to alternating red/white in the last 3,000-to-1,000-foot segment and red in the final 1,000 feet. TDZ lights are paired white transverse bars along the beginning of the runway. These help orientation and remaining-distance awareness; they do not prove the runway is clear or supply a landing clearance. Red stop bars and runway-status indications must be respected and conflicts with a clearance clarified.

PAPI and VASI provide visual slope information, not lateral alignment or automatic obstacle clearance from any circling position. In a common four-light PAPI, two white and two red indicate its designed path; more red means lower and more white higher. A two-bar VASI shows red over white on its designed path. Identify the actual system and its limitations, including any noncoincident instrument/visual path note. The AIM advises beginning descent with these systems only after visually aligning with the runway; their protected range/sector can be limited or offset by published local conditions.

AIM 2-1-1–2-1-5: ALS, VGSI, REIL and runway lights · AIM 2-1-10: taxiway/stop-bar lights · IFH glossary, printed G-14: PAPI recognition · IFH glossary, printed G-20: VASI recognition

Ensure the expected lighting is actually available

At a pilot-controlled-lighting airport, use the actual published frequency and instructions; it is not always CTAF. Standard FAA radio control commonly uses 7 microphone clicks within 5 seconds for highest available intensity, 5 for medium/lower and 3 for lowest, with a 15-minute activation period from the latest activation. The AIM suggests initially selecting seven to ensure all controlled lights are on, then adjusting as desired. Other installations can differ, and REIL/VASI may have independent behavior; read the Chart Supplement.

Activate/reconfirm lights when close enough to reach the receiver and before the busy final, then verify the intended runway system visually when conditions permit. Do not assume a radio click worked or that every lamp is operative. If lights are unavailable, apply the actual chart/night/minima restrictions and current inoperative-components guidance. A failed ALS or unavailable VGSI may change the operation or your personal decision margin. Request appropriate tower intensity when glare obscures the runway; excessive brightness can distort sight picture.

Identify the airport/runway by several agreeing cues, not the brightest light in view. Town lights, a road or another airport can resemble a runway. A beacon’s daytime operation alone is not a reliable weather determination. Use current weather, chart/position, heading and the actual identifiable runway features before committing to visual descent.

AIM 2-1-7–2-1-9: lighting control, pilot activation and beacon limitations · AIM 5-4-5: notes and visual-aid-adjusted minima · IFH Chapter 3, printed 3-9: ground lighting and optical illusions

Retain the scan while changing visual attention

Transition progressively from the instrument path to the intended runway. Keep attitude, altitude, airspeed and path cross-check while assessing alignment, slope and touchdown/stopping geometry. A visible threshold is not a reason to abandon instrument discipline abruptly. Use the actual manufacturer landing configuration, speed, power/trim, checklist and limits for weight, gusts, surface and runway length. Prepare the aircraft missed/rejected-landing procedure before changing attention outside.

Night and unfamiliar-runway illusions can corrupt the apparent slope. A narrow or upsloping runway can make the airplane appear high and tempt a low approach; dark featureless terrain or an overwater “black hole” can do the same. Bright lights, haze, precipitation and runway width/slope can distort distance and height. Compare with altimeter/path information and usable PAPI/VASI rather than lowering the nose to match an unfamiliar picture. Flying below the instrument/visual path jeopardizes obstacle clearance.

Maintain a stable normal descent to the chosen aiming point with a normal touchdown and adequate stopping distance. Account for windshear/turbulence/wake, crosswind, runway contamination, displacement/closure and ATC/advisories. If alignment, speed, descent rate, configuration or landing distance is unacceptable, go around; seeing references does not obligate landing. A late flap/gear change or a long float can defeat a safe performance calculation. Below minimums/beyond MAP, use the position-specific rejected-landing plan and contact ATC when able.

After touchdown, maintain positive directional control and follow the aircraft braking/rollout procedure. Delay nonessential configuration/checklist/radio work until it can be done without losing control. Identify the correct exit and clear the runway boundary before the appropriate after-landing tasks. If unsure of a taxi instruction, stop in a safe position and clarify.

14 CFR §91.175(c)–(e): normal landing and lost-condition decisions · IFH Chapter 3, printed 3-9–3-10: runway/terrain/lighting illusions and prevention · AIM 2-1-2: VGSI alignment and local limitations · ACS VI.E.K1/K3/R1–R4/S1–S5, printed page 19

Explore whether the landing still fits

Invented study case: an approach has usable circling minima for the airplane’s required category and permits maneuvering east of a north–south runway but prohibits circling west. The intended runway has a gusty crosswind; downwind groundspeed is higher than expected. Explain how to remain in the actual protected area at a stable selected altitude, confirm required traffic direction/restrictions, and decide before overshooting whether a normal base/final is still available. Do not choose an exact radius or configuration from this sketch-free scenario; use the real chart/table/AFM in training.

Now put cloud between the airplane and the airport. Describe the lost-contact trigger, manufacturer climb/configuration and position-dependent initial turn toward the landing runway, then the route to the prescribed/amended missed with vertical-clearance caveats. Finally restore visibility but move the runway threshold with a NOTAM. Identify the usable threshold/markings/lights, recompute landing performance and reject any unstable/long landing.

Explain who flies, monitors contact/altitude/area and communicates. In single-pilot flight, keep chart/checklists prepared and defer nonessential tasks; in a qualified crew assign calls and monitoring. This lesson prepares category, maneuver, lost-contact and landing decisions. Actual flight, low-altitude control, checklist, visual transition and landing proficiency require instructor-led training and evaluation.

ACS VI.D.S1–S8, printed page 18 · ACS VI.E.S1–S5, printed page 19 · AIM 5-4-20: category/area/restrictions and normal visual maneuver

FLIGHT SCENARIO

What would change your plan?