I've avoided "circling approaches" like the plague.  Never done one, I don't think.

Can someone describe what this is, and all the various particulars, and under what circumstances you would ever do this?

A circling approach is usually brought on by a surface wind favoring a direction of landing not in line with the instrument approach.  Seems like the sky cover and visibility always make this essentially VFR maneuver very dangerous and airline pilots are strongly discouraged.  One evening, in ANC tower, we were forced to offer circling approaches to 24L from an approach to 6R.  A Northwest DC10, already circling, decided missed approach.  This called for him to proceed direct to ANC Vor - over which, unfortunately, was an Alaska 727 beginning his circling procedure.  It was all a$$holes and elbows in that tower cab but both Captains were real gentlemen and we all agreed it was a lousy setup  :).

olderndirt wrote on Dec 31^st, 2010 at 8:53pm:

A circling approach is usually brought on by a surface wind favoring a direction of landing not in line with the instrument approach.  Seems like the sky cover and visibility always make this essentially VFR maneuver very dangerous and airline pilots are strongly discouraged.  One evening, in ANC tower, we were forced to offer circling approaches to 24L from an approach to 6R.  A Northwest DC10, already circling, decided missed approach.  This called for him to proceed direct to ANC Vor - over which, unfortunately, was an Alaska 727 beginning his circling procedure.  It was all a$$holes and elbows in that tower cab but both Captains were real gentlemen and we all agreed it was a lousy setup  :).

Sounds like it is normally better just to land downwind in a situation like the PANC case, then?

Here again, when the weather's reported at or above circling minima, it's pilots' choice but having a pilot report of 'unable to maintain VFR circling, executing missed approach' made the straight-in, though downwind, approach acceptable.

I have always kind of wondered how much experience real-life airline pilots, flying the biggies, have with flying visual circuits (GA style) in their 400,000lb airliner.  If they've been flying a DC-10 for years, on FMS or autopilot, and then have to, on the rare occasion, get in the visual pattern and fly the plane by the seat of their pants...

The lack of visual references, especially at night flying so close to terrain are key factors.  Plus you have all the paying customers, most of whom aren't the least interested in anything resembling a bank angle particularly if they have the ground in sight  :).

Sorry but I disagree... circling approaches are perfectly safe... the circling minima is set to provide obstacle clearance.  Yes it's probablly not the best thing to be yankin' and bankin' at 600/700 feet in an airliner... but if conditions dictate you have to, well then you have to.  I do circling procedures at night, close or at minimuns quite regularly.

I used to hate it when ATC gave me a "circle to land" approach - now it doesn't bother me and I happily do them.

It all made no sense until I read this article :)

http://www.terps.com/ifrr/nov97.pdf