A320 Circling Approach Tutorial | FlyByWire A32NX & MSFS 2020

In this video, we take a look at how we perform a circling approach in the A320. These are quite exciting approaches to do as there is hand flying involved and a visual approach. Circling approaches are usually used when the winds favour a runway where no instrument approach exists, yet the opposite runway does have a procedure available. Before watching this video, it is also recommended that you watch the base training tutorial video, as the circling approach uses very similar techniques:- • A320 Base Training - F...
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[@achrafsouayah5684]

Thanks for the video, no need for wind correction only we do that only for visual approach. Very nice video Thanks again

[@VmcgHD]

You still correct for wind on a circling approach. Unless it’s circling with prescribed tracks. 👍

[@deepredson]

Wonderful!! Request, some time perhaps... Corfu Circle-To-Land?? Thanks so much for your continued dedication Barty

[@chrismarty2663]

Always pleased to see the improvements on the A32nx. (For the moment I prefer to stay with the FsLabs A320 on P3D5 way more advanced) Do the Rnav approaches are implemented yet?

[@claudemonteilh4045]

It seems sooo easy when you demonstrate it ! I’ll 😅try it one day

[@707liner8]

Great video, will have to give that a go!

[@rozkadastarkhan3006]

Wooow amazing

[@GumperVanLier]

I returned to the A320 stable version 7.4 after being away from it for a long time. I'm not able to engage autopilot or manage or engage attitude, speed, etc. I don't get it. I can do it with the default model from Microsoft.

[@malektalge]

What rudder pedals do you use?

[@and696]

Hi Captain .. I would like to ask a quickly question; are y using the Navigraph installed into the MSF2020, or the default one updated by MSF2020??

[@budguy21]

Most people use Navigraph so you always have the newest AIRAC.

[@carsonlew9918]

i always get a stutter when I touch down do you know how to fix

[@Jojos25]

Is this procedure allowed to circle to any other runway different than the strict opposite side? Or only to land on the same runway but on the opposite direction?

[@VmcgHD]

Pretty much any runway can have a circling procedure/minimums. You do need to check this though! As an extreme example, imagine a windy day (+25 knots from one direction). You can’t land with this wind if it’s a tailwind. But the ILS is unserviceable for the runway that’s into the wind. There’s no VOR or RNP approaches so there’s not many options left. The ILS is serviceable however onto the reciprocal runway but that’s with the 25 knot tailwind. So what can we do. In this case we can circle to land. Fly the ILS down to circling minimums and then fly around the airport (like a normal pattern) onto the other runway. This is quite a rare occurrence but shows how it might be necessary to circle when no other options are left. If you can circle from an approach from another runway, it’ll have circling minimums on the right hand side of the minimums box on the chart. 👍

[@martincerveny4747]

It's a bit sad that the SEC F-PLN doesn't still work in the FlyByWire mod, but why should you actually activate it on the downwind?

[@Easyjetsimpilot]

So that the flight plan is sequenced correctly, otherwise you could enter NAV mode (on a GA for example) and head towards the incorrect waypoint - which might have terrain between you and it 😉

[@Ronald9540]

I always thought it was mostly a visual approach, requiring you to remain visual with the runway at all times? It now sounds like the tracks and times are more important then remaining visual

[@VmcgHD]

No you’re right. You do have to keep the runway and airport environment in sight at all times. This is easier when someone is sitting on the opposite side to you so they can look over their shoulder. The tracks and times are equally important from a techniques point of view and this technique will technically aid you you maintaining those visual references. Easier said than done in a sim with one set of eyes. A bit easier in real life. 👍

[@Mortom]

Looks like it's only applicable on airports with little traffic, since while approaching the opposite runway there can't be any take-offs, is that the case?

[@homasas4837]

Wherever you land or takeoff, you need air control clearance. Furthermore, if you need a circle to land due to wind, the takeoff are most likely on the same runway

[@Easyjetsimpilot]

This is a proceedure usually used at airports with not too much traffic. If they were that busy, they'd most likely have an instrument approach of some kind.

[@VmcgHD]

They are really rare in real life. There’s not many airports that use them anymore and if they do, they’re either RNAV visual approaches or circling with prescribed tracks. So it is very unusual to fly one. 👍

[@jsollender]

Your charts showed descent to 1780 feet at speed 180, which you did not perform. You were at MK510 at 130 knots and flaps 3, with 4 miles to run before your 3 degree FPA. So when should you be using the chart indicated speeds for descent, and when should you start the slow down? At 1780 feet, or when you commence your 45 degree left turn or on the downwind leg to 16 runway? Thanks

[@VmcgHD]

The speeds on the charts are “maximums”, not minimums or “fly at” speeds. Plus they’re also in relation to the RNAV approach to 34 rather than the circling approach. Also a circling approach HAS to be flow as a stabilised approach. That means gear down and Config 3 and level at the platform altitude before you start the initial descent down towards circling minimums. In this case 1680 ft and starting a 3.0° FPA at the MK508 waypoint. Gav flew this correctly and started the 3.0° approach at the correct time (0.3nm before MK508). You then fly the circling approach at F speed, gear down and flap 3. You’ll go managed speed and flap full once you commit to landing on the base turn. You don’t have to go all the way down to minimums either. You only need to go down to this to get below cloud. On a CAVOK day, you can circle at any height but make it sensible! You do need to stay within the protected area and the higher you are, the harder this will be. Hope that helps. 👍

[@swales3511]

what video do i need to watch before this? Also how do u see how much your banking?

[@budguy21]

Bank angle is on the PFD.

[@jumpjet777]

16:03 Check left pilots display (PFD). Look at the yellow triangles at the top centre of the display as he turns. Each of the white markers are 10 degrees apart, the yellow triangle moves to 2.5 of those markers = 25 degrees

[@swales3511]

@@jumpjet777 oh yes thank you

[@budguy21]

Why not wait until you are on Final for 16 to deploy landing gear?

[@michaels4162]

An explanation I could imagine is something like : as it is a non-precision approach, you want your aircraft yo be configured as soon as possible, I guess

[@VmcgHD]

Because it’s a circling approach, it needs to be flown as a stabilised approach. This means gear down and flap 3 as you start the initial descent down to minimums. It’s not fuel efficient or quick, but you’re not really wanting to rush it and you want to fly at a nice constant speed passing abeam the threshold so your timings are accurate. Also you’re likely to be close to the ground at this point so you’re in danger of setting off GPWS “Too low - Gear” warnings if your gear isn’t down. This needs to be flown at a nice steady pace so you’re not rushing or destabilising the aircraft. We’re not fighter pilots and we don’t fly it like a fighter either. 😉

[@captain7956]

Are you going to try the B737 when it comes out?

[@DesktopSimulation]

lol im going to guess no

[@captain7956]

@@DesktopSimulation bet he gives it a go 😅

[@jumpjet777]

@@captain7956 That will be on his other channel 'Ryanairsimpilot' ...... 😜🛫 (Edit: Should have checked before writing the joke, 'Ryanairsimpilot' is an existing channel belonging to someone else, whoops.)

[@VmcgHD]

Push to level at 100 ft above MDA. So in this case you push VS 0 at 1780 ft. This allows the aircraft to level off and not bust minimums. This is why you busted minimums. 👎 Because it doesn’t level off immediately. You also don’t need to start turning 45° off immediately. Do it as close to the airport as you dare but give yourself time to turn downwind too. In really poor visibility, you can’t afford to turn away and lose sight of the airfield. You also don’t have to level off at minimums. The minimums are only there to get below cloud. If you had cloud at 1800 ft in this example you would need to get down to minimums. But on a nice CAVOK day, there’s no requirement to drop to the minimums. Obviously the higher you are, the downwind timings will change. Circling minimums also need to be in your BARO minimum PERF Page. 1680 here, not 1180 which is the RNAV minimums. Or higher if you wanted to circle at a higher height. What’s the call after the FDs are turned off? With respects to the auto thrust? 😉 And….. SET INBOUND RUNWAY TRACK on finals or base turn after the FDs are switched off. 👍

[@Herbuel]

Thank you both of you for these informations and precisions. 🙏

[@Herbuel]

But… Opening at 45° earlier, we have the risk to go out of the protected area… Difficult to estimate that…

[@VmcgHD]

@@Herbuel It is difficult to know it exactly. But the whole circling procedure is designed to keep you within the protected area from minimums to the start of the base turn and final approach. But, as with all of these things, it’s up to you the Pilot to conform to these regulations. And be aware terrain or obstacle clearance won’t be guaranteed outside of this area. Generally flying at F speed you’ll stay within the protected area with out too much problems where ICAO circling dimensions are used. It might be a bit tighter where TERPS dimensions are used. When ever I fly a circling approach I fly level at MDA for a decent time so I can make sure I keep the airport environment in sight at all times. Then I turn 45° right (me in the left seat - if it’s allowed) and then turn downwind. Again keeping the runway and airport environment in sight at all times! So long as you don’t hit the end of your 45° leg before getting abeam the threshold you’ll be fine. Then just time the downwind leg and turn base when necessary. Don’t forget I’m usually doing this in the sim in 5km of vis which makes it quite hard! Even though that’s well above the minimum vis required. To really test your skills, try this in 3km of vis. 2.4km is the legal minimum for Mykonos and you’ll really struggle even though the approach is “legal”. 👍

[@VmcgHD]

51s downwind timing? An interesting number. Any advances on this?? 😉😉

[@Jenairaslebol27merde]

i guess airport elevation (c. 400') was not taken into account, so... 39 s would have been the correct number?

[@VmcgHD]

@@Jenairaslebol27merde that’s exactly it. 👍 39-40 seconds was appropriate as the circuit was only flown about 1300 ft AAL (Above Aerodrome Level). There was no wind so no correction for that needed to be made. The reason you want this to be fairly accurate is so you don’t fly outside of the protected area. The longer you go downwind for, the more chance you’ll fly outside of it. It’s not so bad on a nice VMC day like in Gavs example because you can see the ground and obstacles. Do it in 5km vis and you’ll have a hard time spotting things. 👍

[@stuartwarren3034]

wow..so I can set decent to a 3 degree decent on this bird and not rely on the rubbish NAV with that function button????