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Instrument rating · ACS IR.VI.D · Instructor lesson plan

Circling Approach

Student pack: Train: Circling Approach · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain circling approach in their own words, apply it in a realistic situation, and fly it to the ACS standard for IR.VI.D.

Why it matters for safety: Circling combines low altitude, low visibility, turns and a runway that’s hard to keep in view. Pilots who drift too far from the airport leave obstacle protection; those who descend early or lose sight of the runway hit terrain. Circling is flown carefully, close in, at the MDA, or not at all.

2 · Assign before the lesson

Pre-work: the free Train pack, Circling Approach. Maneuvering at low altitude to land on a different runway: stay in the protected area and keep the runway in sight.

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Pack: pilotprep.pro/train/ifr/circling-approach · Full lesson: pilotprep.pro/prepare/ifr/circling-approach

3 · Teach sequence

Key points to land

  • Approach category comes from VREF if specified, otherwise 1.3 times VSO, at maximum certificated landing weight: A under 91 knots, B 91-120, C 121-140, D 141-165, E 166 or more. Circle faster and you use the higher category’s minimums and radius.(14 CFR 97.3)
  • Obstacle protection extends only a set radius from each runway threshold, and the radius depends on your category AND the circling MDA in feet MSL. Plan every circle with the expanded table (A 1.3 to 1.4 nm, B 1.7 to 2.1, C 2.7 to 3.3, D 3.6 to 4.4): brief “Category __, MDA __ feet MSL, so I stay within __ nm of a threshold.”(FAA TERM 25-05; AIM 5-4-20; FAA Order 8260.3)
  • Stay at the circling MDA (or a higher altitude you chose) until all three 91.175(c) conditions hold: continuously in position to descend to the runway at a normal rate with normal maneuvers, the required flight visibility, and a listed reference distinctly visible. The protected area gives only 300 feet of obstacle clearance, at or above the MDA and inside the radius.(14 CFR 91.175; FAA Order 8260.3 (TERPS))
  • Lose sight of an identifiable part of the airport (other than briefly, behind the wing in a normal bank)? An initial climbing turn toward the landing runway until established on the missed course. Obstacle clearance isn't assured on a missed from a circling position or below the MDA.(AIM 5-4-21)
  • Circling at night or in low visibility is one of the highest-risk instrument maneuvers: consider a straight-in to another runway or higher personal minimums.(Instrument Procedures Handbook (FAA-H-8083-16B), Approaches)
  • Low and turning: keep the bank at 30° or less and the airplane coordinated.(Instrument Rating ACS (FAA-S-ACS-8C), IR.VI.D.S8)
  • Checkride standard: airspeed ±10 knots, track ±10°, altitude +100/-0 feet until descending; touch down in the first third of the runway.(Instrument Rating ACS (FAA-S-ACS-8C), IR.VI.D.S5, S8)

Categories and protected area

  • The approach category comes from VREF if one is specified, otherwise 1.3 VSO, both at maximum certificated landing weight (97.3): A under 91 knots, B 91 to 120, C 121 to 140, D 141 to 165, E 166 or more. If you’ll circle faster than your category’s range, use the higher category’s minimums and its radius.(14 CFR 97.3)
  • The protected circling area is an arc of the selected radius around each runway threshold, with the arcs joined by tangent lines: not one circle around the airport. The radius depends on category and the circling MDA in MSL, because the same indicated airspeed is a faster true airspeed higher up, so turns are wider.(AIM 5-4-20; FAA Order 8260.3 (TERPS), circling area)
  • The chart symbol and what changed: a negative “C” (white C on black) on the circling minimums line used to mean expanded criteria, and no symbol meant the older, smaller radii (A 1.3, B 1.5, C 1.7, D 2.3, E 4.5 nm). Under FAA TERM 25-05 (May 14, 2025), all circling areas have now been evaluated under expanded criteria, and the symbol is being removed from charts from August 7, 2025. Ignore whether it’s there: plan every circle with the expanded table.(FAA TERM 25-05; AIM 5-4-20)
  • Expanded radii in nautical miles (category A / B / C / D / E), by circling MDA in feet MSL: 1,000 or less: 1.3 / 1.7 / 2.7 / 3.6 / 4.5; 1,001 to 3,000: 1.3 / 1.8 / 2.8 / 3.7 / 4.6; 3,001 to 5,000: 1.3 / 1.8 / 2.9 / 3.8 / 4.8; 5,001 to 7,000: 1.3 / 1.9 / 3.0 / 4.0 / 5.0; 7,001 to 9,000: 1.4 / 2.0 / 3.2 / 4.2 / 5.3; 9,001 and above: 1.4 / 2.1 / 3.3 / 4.4 / 5.5.(FAA Order 8260.3 (TERPS), circling area; Instrument Procedures Handbook (FAA-H-8083-16B))
  • Comply with charted restrictions, such as "circling NA" in certain sectors, and ATC’s instructions on direction.(Instrument Procedures Handbook (FAA-H-8083-16B), Approaches)
  • The category is fixed by certification (97.3). Circling faster than its range means using the higher category's minimums and radius; flying slower never lets you use a lower one.(14 CFR 97.3)

Flying the circle

  • Arrive at the MDA (or a higher circling altitude you planned) before the MAP; keep it until you can descend to the runway normally.(14 CFR 91.175)
  • Before circling, think about turbulence, wind shear and how well you can maneuver low. Be at the MDA, configured and stabilized, before the MAP. Pick a pattern that suits the wind; a tailwind on base will blow you through final, so plan for it and go missed rather than tighten the turn at the MDA. Hold airspeed, altitude and a bank of 30° or less; look outside more than in, but cross-check the altimeter and airspeed.(Instrument Procedures Handbook (FAA-H-8083-16B), Approaches)
  • Make the radius usable: before descending, brief “My category is __, my circling MDA is __ feet MSL, so I stay within __ nm of a runway threshold.” That radius is a wall you never cross, not a pattern to fly: take the shortest practical path and stay as close as visibility allows. A GPS distance to the airport waypoint isn't the distance to the nearest threshold, so keep the downwind well inside the number. If you can’t keep the runway in sight while staying inside it, go missed: a climbing turn toward the landing runway.(AIM 5-4-20; IPH)
  • Hand-fly if the autopilot can’t follow the visual maneuver well; know how to disconnect it.(Risk Management Handbook (FAA-H-8083-2A))

Night, low visibility and losing sight

  • At night or with marginal visibility, the runway and terrain are harder to see: consider a straight-in approach elsewhere or higher minimums.(Instrument Procedures Handbook (FAA-H-8083-16B), Approaches)
  • If you lose sight of the airport, start a climbing turn toward the landing runway and join the missed approach course.(AIM, Chapter 5, Section 4 (arrival and approach procedures))
  • A missed approach after the MAP while circling follows the same rule: an initial climbing turn toward the landing runway until established on the missed course.(AIM 5-4-21)

Watch for in the airplane: Your instructor watches that you use the right category minimums, know your protected radius for the category and MDA, stay close in and at the MDA, keep the runway in sight, keep the bank moderate, and know the lost-visual procedure.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What approach category is an airplane with a VSO of 50 knots?

    A strong answer: 1.3 times 50 is 65 knots, so Category A.

  2. Understand · Why does the protected circling radius depend on the MDA as well as the category?

    A strong answer: At a higher altitude the same indicated airspeed is a faster true airspeed, so the turns are wider. The expanded criteria give a bigger radius for higher circling altitudes, and a faster category gets a bigger one too.

  3. Apply · Circling at night, you lose sight of the runway on downwind. What do you do?

    A strong answer: Climbing turn toward the landing runway, then join the missed approach course, and tell ATC.

Scenarios to talk through

  • The approach is to runway 18 but the wind favors runway 36. How do you plan?

    Sound decision: Check the circling minimums and restrictions, your category, and whether visibility allows; otherwise land straight-in on 18 if the tailwind is acceptable, or use another approach.

  • Circling in a Category B airplane with a circling MDA of 1,400 feet MSL, you drift wide to keep the runway in sight in haze. What’s the risk, and how far is too far?

    Sound decision: Past about 1.8 nm from the nearest threshold you’re outside the protected area, where obstacles aren’t accounted for. Stay close in, or go missed.

  • You start descending from the MDA on downwind. Is that OK?

    Sound decision: Only with all three 91.175(c) conditions: continuously in position to land at a normal rate with normal maneuvers, the required flight visibility, and a listed reference in sight. Usually that’s on base or final, not downwind.

5 · Common student errors

  • Using the wrong category.

    Why it matters: Wrong minimums and protected area.

    How to correct it: Your certificated category, or a higher one if you’ll circle faster; never a lower one.

  • Descending early.

    Why it matters: Obstacles near the airport.

    How to correct it: Hold the MDA until in position.

  • Steep, slow turns.

    Why it matters: Stall and spin close to the ground.

    How to correct it: 30° bank or less, coordinated, correct speed.

6 · Completion standard

  • Airspeed ±10 knots, heading/track ±10°, altitude +100/-0 feet until descending below the MDA or circling altitude.
  • Touch down on the first third of the runway without excessive maneuvering or exceeding 30° of bank.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on IR.VI.D: pilotprep.pro/exam?exam=IFR&focus=IR.VI.D

7 · References

  • Instrument Procedures Handbook (FAA-H-8083-16B), Approaches
  • Instrument Flying Handbook (FAA-H-8083-15B), Navigation systems; IFR flight
  • Aeronautical Information Manual (AIM), Chapters 1, 2 and 5
  • 14 CFR, 91.175, 97.3
  • Instrument Rating ACS (FAA-S-ACS-8C), Area VI
  • Terminal Procedures Publication (TPP), the current chart for each approach
  • Airman Certification Standards, task IR.VI.D

PilotPrep instructor lesson plan, from the Circling Approach lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.