Circling Approach

An instrument approach that ends in visual maneuvering to a runway that doesn't meet straight-in criteria. Circling minimums apply when it's necessary to circle the airport or maneuver for landing, or when no straight-in minimums are published (IFH ch. 10). Circling-only procedures (letter suffix — "VOR-A") generally exist because the final approach course is aligned more than 30° from the runway, or the descent gradient exceeds 400 ft/NM from FAF to threshold (IFH ch. 1). You'll also circle when winds favor a different runway than the approach serves.

A grouping by speed — Vref, or if not specified, 1.3 Vso at maximum certificated landing weight (IPH ch. 4):

• Category A — less than 91 knots
• Category B — 91 to less than 121 knots
• Category C — 121 to less than 141 knots
• Category D — 141 to less than 166 knots
• Category E — 166 knots or more

Speeds are indicated airspeeds. The certified category is permanent — you can never use a slower category's minimums — but flying faster than your category's band means using the higher category's minimums (IPH ch. 4).

Arcs from each runway end, radius by category (IPH ch. 4):

• Category A — 1.3 NM
• Category B — 1.5 NM
• Category C — 1.7 NM
• Category D — 2.3 NM
• Category E — 4.5 NM

Procedures developed after late 2012 use expanded radii that also grow with the height of the circling minimum descent altitude (MDA) (true airspeed increases with altitude) — identified by the "negative C" symbol on the circling line of minima, with the radii table on page B2 of the TPP (AIM 5-4-20). The expanded airspace exists so you can maneuver instead of forcing a high descent rate (IPH ch. 4).

A minimum of 300 feet within the protected area (IFH ch. 10; IPH ch. 4). Below the MDA it's entirely see and avoid — and part of the circling area may be procedurally cut off ("Circling NA E of RWY 17-35") because of obstacles (AIM 5-4-20). Stray outside the protected radii and there's no guaranteed clearance at all.

Remain at or above the circling MDA until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers (IPH ch. 4; 91.175(c)) — in practice, roughly where you'd start descending from a normal pattern. If the ceiling allows, circle above the minimums at something near VFR pattern altitude — the maneuvering is safer and the runway picture more familiar (IFH ch. 10).

Immediately execute the missed approach — required whenever an identifiable part of the airport is not distinctly visible during a circling maneuver at or above the MDA, unless it's hidden only by a normal bank (91.175(e)(2)). Make an initial climbing turn toward the landing runway, and continue turning until established on the missed approach course (AIM 5-4-21; IFH ch. 10). The turn direction depends on where you are in the circle when visual reference is lost — which is why you brief this geometry before the approach.

• Procedural sector cutoffs: "Circling NA" for a named sector, driven by obstacles (AIM 5-4-20)
• Where obstacles penetrate the visual-area surfaces and are unlighted, night operations may be prohibited outright — "Procedure NA at Night" — and circling may be permitted at night only if penetrating obstacles are marked and lighted (IPH ch. 4)
• Some restrictions are restored only by an operating VGSI (AIM 5-4-5)

Read the notes box — at night the notes are the terrain picture.

• Arrive at the MDA (or preselected circling altitude above it) prior to the missed approach point (MAP), with a stabilized approach in the landing configuration (VI.D S4)
• ±10 knots, heading/track ±10°, altitude +100/−0 ft until descending below the MDA or preselected circling altitude (VI.D S5)
• Maneuver visually to a base or downwind appropriate to the runway (VI.D S6)
• Land in the first one-third of the runway, without excessive maneuvering and without exceeding 30° of bank (VI.D S8)

The IPH calls circling one of the most challenging maneuvers in the NAS: low altitude, day or night, often with precipitation degrading visibility and depth perception, and usually to a runway with no electronic guidance for the descent from the circling MDA (IPH ch. 4). Stack on marginal visibility, unfamiliar geometry, and the temptation to tighten a turn to the runway, and the outcomes are stall/spin or CFIT — the ACS names low-altitude maneuvering risk explicitly (VI.D R6). Mitigate with personal minimums well above the circling MDA, and a firm no-visual-no-circle rule at night.

• Pattern A — final approach course intersects the runway at less than 90° and you see the runway early enough to establish a base leg: fly onto base
• Pattern B — runway appears too late for pattern A: circle over/around to downwind
• Pattern C — landing opposite the final approach direction, runway sighted in time to turn downwind: fly the downwind past the numbers, then base
• Pattern D — landing opposite but runway sighted too late for a downwind turn: fly beyond the runway before turning

Whatever the pattern, stay within the protected radii — and choose based on your own capabilities, aircraft performance, wind, ceiling, airport layout, and ATC instructions (IFH ch. 10).

Because by the time you start maneuvering you're usually beyond the MAP — the point the published miss is built from. You're clear of obstacles at or above the MDA inside the circling area, but simply joining the missed approach ground track may not give vertical clearance once you exit the circling area; additional climb inside the circling area may be required before joining the track (AIM 5-4-20). Hence the technique: climbing turn toward the landing runway, then intercept the missed approach course (AIM 5-4-21).

Category B. Minimums follow the speed you actually fly: an aircraft in Category A circling to land at a speed in excess of 91 knots must use Category B minimums (IFH ch. 1; IPH ch. 4). The protected radii are built for the category's speed — carry Category A minimums through a Category B groundspeed turn and you can swing outside protected airspace. Situations that push speed up: gusty winds, no-flap or reduced-flap approaches, icing (IPH ch. 4).

• Configure for landing and slow to circling speed before the MDA level-off — arrive at the MDA before the MAP, not diving at it (VI.D S4)
• Fly deliberate, pattern-like geometry: downwind spacing you know, bank 30° or less, no button-hook turns (VI.D S8)
• Account for turbulence and windshear in speed and spacing (VI.D S1); a tailwind on downwind steals spacing fast
• From the roll-out onto final: normal descent point, normal rate — if you'd need an abnormal maneuver or excessive descent to make the runway, go missed (IPH ch. 4; 91.175)

Decide how each system will be used in the approach briefing:

• Autopilot: the AFM defines its procedures and limitations, and the lowest altitude it may stay engaged is aircraft-specific; plan to be hand-flying by the MDA level-off, since an autopilot still coupled to the final approach course will fly you away from your visual pattern (IPH ch. 4)
• Navigator: leave it on the approach — the GPS does not sequence past the MAWP automatically, so missed approach guidance is one deliberate activation away if you lose the runway mid-circle (IFH ch. 9)
• Missed approach: normally hand flown with flight director guidance; re-engage automation once established on the missed approach course (IPH ch. 4)