Circling Approach - How should a missed approach be flown?

So you have been cleard for an approach from the final approach fix. Lets say it is a VOR/DME 18 approach and in your clearance you have been told to circle to runway 36. Lets also say the Missed Approach Point is the end of runway 18 and is determined by a DME distance. It could also be determined by time if this were a VOR 18 approach.

You fly the VOR/DME approach to the minimum descent altitude and break out into the clear and begin your circling approach for a left downwind for runway 36. Just prior to the aircraft reaching the abeam point of runway 36 you enter the clouds and loose site of the runway enviroment. Now what should you do? Your missed approach clearance is to perform a climbing right turn to 220 degree and 4,000" MSL.

Slide A - Follows the missed approach clearance exactly as stated

Slide B - The pilot elects to turn left towards to airport and make a 320 degree left turn to a heading of 220 degrees.

Which is correct: Slide "B" is correct.

You are likely saying why. The reason is that the missed approach point (the begining of runway 18) is the point that obstacle clearance is determined from and the point the aircraft starts the missed approach. In this case you have circled and are likely 2 to 2 1/2 miles south of the missed approach point. In order to stay in the protected airspace you are to turn towards the airport runway and begin a climbing left turn until reaching a heading of 220 degrees and then continue with the clearance.

Slide "A" is incorrect because you will begin your missed approach, climbing turn into unprotected airspace initially. This would be a big mistake in areas of moutainous terrain or even higher close in obstacles.

Robbie Johnson

Chief Pilot

http://www.aviationtraining.us/

Do I have to fly an Instrument Procedure Turn as Published?

The answer to the question is: No & Yes.

In the United States the answer to the question is no. On an IFR flight plan the pilot will determine the point at which the turn will be made, type and rate of the turn. One option would be to fly the procedure turn as published, in this case the pilot would fly outbound from initial approach fix for a determined amount of time and make a left turn to 254 degrees for a determined amount of time followed by a turn to 074 degrees followed by a turn to intercept the inbound course of 119 degrees. The second option could be fly a teardrop procedure from the initial approach fix in this case would be 269 degree heading for a determined time followed by a 210 degree right turn to the inbound course of 119 degrees. Another option would be to fly a 80 degree/260 degree course reversal. So basically as long as the pilot stays on the side of the procedure turn barb, inside the protected airspace determined by distance or time and does not exceed the maximum holding airspeed you may fly the course reversal as desired.

Yes, you have to fly the procedure turn as published in international airspace. ICAO standards do not allow the pilot the option to choose how they wish to fly the procedure turn.

Robbie Johnson
Chief Pilot
http://www.aviationtraining.us

What is A Cruise Clearance?

Cruise Clearance:

• Authorizes the pilot to conduct flight at any altitude from the minimum IFR altitude up to and including the altitude specified in the clearance.

• You can level off or climb or descend in this block of airspace. However, once the pilot reports descending from an altitude in the block of airspace he may not return without additional ATC clearance.

• Approval for the pilot to proceed to and make an approach at the destination airport.

A Cruise clearance would sound something like this "Skymaster 123 cleared to the Natchitoches Airport cruise three thousand".

Robbie Johnson
Chief Pilot
http://www.aviationtraining.us

How to become the Ultimat Flight Department Manager?

Let’s break it down into five easy basic steps:

1. College Education
2. Aviation Education
3. Aviation Experience
4. Management Experience
5. Professional Image



College Education:

· Graduate from a college ranked in the top 1/3 of all colleges. If you want to be the best, you will have to pay for a top ranked college.

· Speech classes – Presentation in front of groups.

· Writing Skills - Very important skill for the department manager.

· Graduate with a major in business and at least a minor in accounting.

· Master’s Degree in business or finance.



Aviation Education:

· Completed the following airplane ratings:

1. Private Pilot – Airplane Single Engine Land

2. Instrument – Airplane

3. Commercial – Single & Multi Engine Land

4. Airline Transport Pilot – Multi Engine Land

· Completed the following Helicopter ratings:

1. Commercial Helicopter

2. Instrument Helicopter

3. Turbine Helicopter checkout

· Mechanic Training:

1. Airframe and Powerplant License

2. Inspector Authorization would also be recommended.



Aviation Experience:

* Multi Engine Airplane:

1. Domestic and International FAR 135 Charter Company - Company has various jet aircraft and each pilot in the company flies 500 hours annually. You will also quickly receive international flight experience in the aircraft you fly or multiple aircraft that you fly for the company.
2. Consider sitting in a right seat program at a simulator training facility while working another job.
3. Some commuter FAR 135 and FAR 121 experience would be okay.

* Helicopter

1. Flight Instruct in a Helicopter – 750 hours would be good
2. Helicopter Turbine – 300 hours would be good.



Management Experience:

· Once you have achieved 3,000 to 5,000 total flight hours you should be concentrating on your management experience.

· A Chief Pilot position within a company with multiple aircraft.

· Attend aviation related management programs.

· Attend the NBAA national convention held each year



Professional Image:

* Always present a professional image in the way you dress and talk to people
* Do your job effectively.
* Stay away from company politics.
* Avoid the employees that have nothing better to do than gossip.
* Beware of your enemies within a company.



This is the basics of what a good Aviation Flight Department Manager requires. The helicopter experience and the maintenance experience will give you a competitive advantage over other candidates for a job. Start young and get as much experience before you attend college as you can. Do not be afraid to spend some money earlier in your career on type ratings to accelerate advancement in aircraft and even income. Also remember with any management position comes the political aspects of the job. Being the best does not necessarily mean you will be hired as a Flight Department Manager.

Robbie Johnson
Chief Pilot
www.AviationTraining.US

CFIIME (Gold Seal) G-IV, G-1159, G-159, SD-3, BA-3100