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Here is the situation that I came across, and I’m curious as to how to resolve it. It involves flying the GPS-A circling approach to Rwy 22 into Reed Memorial airport in Driggs, ID (KDIJ).

KDIJ RNAV GPS-A IAP

The approach flies the pilot onto the vicinity of the airfield to the DIGUQ MAP. However, assuming winds are favorable for runway 22, this put the aircraft in an unorthodox situation. You are arriving on the downwind side of the traffic pattern, flying in the opposite direction, as runway 22 is a right hand traffic pattern. Had it been a left-hand traffic pattern you could maneuver over midfield for a teardrop entry into the left downwind for Runway 22, But this procedure will not work for right hand pattern in this case.

Some thoughts on how to resolve this:

  • At DIGUQ and at or above MDA with the runway environment in sight and ceilings and visibility higher than circling minimums, directly enter the upwind for a visual traffic pattern for runway 22. Not ideal, but 1) it does follow the natural flow of The established visual traffic pattern, and 2) visual traffic patterns are standardized protocols, not law.

  • At DIGUQ and at or above MDA with the runway environment in sight and ceilings and visibility higher than circling minimums, pass over midfield to enter a left downwind for rwy 22. Again, not ideal, and also IFR traffic is not supposed to disrupt VFR patterns and operations. It’s also not authorized per the plate notes for fast movers i.e. category C and D aircraft.

  • Deviate from the final approach segment to enter a right base for rwy 22 at or above MDA with the runway environment in sight and ceilings and visibility higher than circling minimums. §91.175 only covers when a pilot may descend below MDA, but there’s no information as to when one can deviate from the lateral flightpath of an instrument approach with circling minimums.

So what is the best choice here?

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  • $\begingroup$ VFR pattern procedures are completely irrelevant for IFR operations. $\endgroup$ Commented Jan 21 at 1:14
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    $\begingroup$ You can begin the lateral circling maneuver when you are within the circling distance of the airport. Circling radii are well defined for each approach category of aircraft. $\endgroup$ Commented Jan 21 at 1:15

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When it comes to circling AND VFR traffic is operating legally you should have plenty of options upon arrival given VFR WX minimus or greater exist. You are required to join the flow of existing traffic (aka you ain’t special) and in this case I would join the upwind/“departure leg” as you said in first option.

If it was a true IFR day with no VFR traffic then circle as needed and within your protected lateral boundaries for your category aircraft and not overly worry about VFR recommended procedures. However you SHOULD try to fly VFR recommended procedure IF safe and you are able to (don’t violate 91.13 unsafe operations by doing something silly to try and follow random VFR procedures NOR should you do something reckless if easy to follow VFR procedures were possible - lots of judgment and a fine line here ) and of course comply with all approach plate restrictions like no circling xxxx of the field for example.

At the end of the day, if there was an incident and “call this number” moment, have a valid reason and be able to articulate a justification for your actions oh and file a NASA report 😉

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