Interesting. Never got that in the CJ2 program at CAE.

That approach is hardly typical. Sets you up for an easy right base directly over the airport to a runway over 4X what you need.

I should know this but.....
If you break out early, say 1,000'agl, on a circle to land with 500' minimums, can you circle from that altitude or do you have to continue the descent to 500'?

....Unless Mark gets you in the cockpit. Then its not long before you are hooked.

The jet engine is the most addictive drug in the world. One you’ve done it, it’s all over.

Interesting. Never got that in the CJ2 program at CAE.

That approach is hardly typical. Sets you up for an easy right base directly over the airport to a runway over 4X what you need.

You want the official answer or what people do?

Cancel!

You can CTL from any altitude and point in the approach that you can make it work while you stay within your category circling radius.

Example is the TEB ILS6 CTL 1 @ TORBY. That CTL you don't fly to minimums and the circle is outside of normal circling radius.

Starting the CTL before you are within your category circling radius is technically a no-no.

This happened to a Merlin several weeks ago. Pilot did not catch it. Created some sort of electrical failure emergency leaving the pilot with an ipad for an IMC descent to low weather and emergency landing at the military airport southeast of Dallas. Emergency gear extension mishandled due to all the excitement so the aircraft is a write off.

In the citation, what cues do you have that would alert to a stuck engaged starter?

You can CTL from any altitude and point in the approach that you can make it work while you stay within your category circling radius.

Example is the TEB ILS6 CTL 1 @ TORBY. That CTL you don't fly to minimums and the circle is outside of normal circling radius.

Starting the CTL before you are within your category circling radius is technically a no-no.

....Unless Mark gets you in the cockpit. Then its not long before you are hooked.

Allen, could you expand on this? I don't remember any of this rule? In real conditions, the visibility is usually the limitation on how far away I can get from the airport. Nothing worse than going missed from a circling approach!

Here is a Wally Roberts article about CTL - http://www.terps.com/ifrr/nov97.pdf

The FAA has changed the size of the circling areas since that article was published and you have to refer to the approach chart to see if the old or new circling radius applies - https://www.nbaa.org/ops/airspace/issues/20130418-faa-expands-size-of-protected-airspace-for-circling-approaches.php









Getting out of the CTL protected area would be a bust on a checkride. CJ2 circles as a CAT C which was 1.7 NM protected airspace under the old system and 2.7 NM or better under the new. On a RWY 27 approach CTL 36 you watch your GPS/DME distance to 27 and don't begin your circle off the 27 approach until you are within 1.7/2.7 NM. And then keep turning towards the landing runway and don't make a 90 degree turn and fly a downwind to the landing runway that will take you more then 1.7/2.7 nm from the airport.

Now if you breakout to a higher ceiling and fly a larger visual pattern there will likely be no harm and no foul. But once you get beyond the circling radius protected area you are on your own for obstacle protection.

This happened to a Merlin several weeks ago. Pilot did not catch it. Created some sort of electrical failure emergency leaving the pilot with an ipad for an IMC descent to low weather and emergency landing at the military airport southeast of Dallas. Emergency gear extension mishandled due to all the excitement so the aircraft is a write off.

In the citation, what cues do you have that would alert to a stuck engaged starter?

You don't have a Battery Disconnect Switch in the cockpit in the 500/550?