RKPK circling VOR-A 18R

Disclaimer: 

▪︎This content is Not an official document and does not represent the views of Airbus or any other aviation authority.

▪︎The information provided may be incorrect or misinterpreted and should not be relied upon for decision-making. 

▪︎Always refer to official documents and consult with a qualified aviation professional before making any decisions based on the information provided in this blog post.

▪︎The information provided in this blog post is based on personal study and review.

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PREPARATION 

Insert F

Insert F speed as constraint at FAF since the circling approach will be flown in CONF 3, landing gear down and F speed. Check altitude constraints.

 

SEC F-PLN

Keep the F-PLN discontinuity.

 

conf 3 and landing gear down by FAF - insert F speed. 

Using NAV-FPA or TRK-FPA instead of Final Approach Mode. (error resulting unwated climb at minimum)

At any time in the downwind leg, activate the SEC F-PLN to display the landing runway 

final flaps at base turning.

wings level by 400ft 

at Base  900~1000 ft

Flight parameters callout. 

 

 

 

maintain South of Namhae Highway 

FAA protected area is 2.7nm but the final looks like 2nm. (The circling radius is restricted due to terrain in the north.)

 

https://320study.tistory.com/77

Visual manoeuvring (circling) area (ICAO, FAA, JCAB)

 

 

 

 

Prescribed track in AIP 

 

 

According to the AIP for RKPK (Gimhae Airport):

 

• It is recommended that all aircraft remain along or inside the depicted course.
• Aircraft should avoid flying north of the Namhae Expressway.
• The course begins approximately 1 NM from the final approach to Runway 18R and continues in the form of a semicircle with a radius of 1 NM.

 

 

 

 

• The PAPI is also indicated as being offset about 12° to the west of the runway centerline.

• Recommended altitudes are published for reference points along the course:
  • Point 2: 1,200 ft
  • Point 3: 950 ft
  • Point 4: 700 ft
  • Point 5: 450 ft (approx.)

 

https://aim.koca.go.kr/eaipPub/Package/2025-09-18/html/index-en-GB.html

eAIS Package for Republic of Korea Specimen

 

 

DOWNWIND TRACK 

 

According to the recommended diagram in the AIP, the downwind track remains 2 NM parallel to the runway, which is just west of the river, and the base turn is initiated approximately 1 NM abeam the runway end. 

 

 

 

 

CHECKER BOARD

 

Checkerboard RKPK

 

 

 The checker point is located near the highway, with a blue-roofed building situated to its north. According to the chart, maneuvering should be conducted inside the checkerboard, when we see the location of the checkboard in the google map and the AIP chart, the prescribed track stays south of the checkerboard. 

 

 

 

TURNING RADIUS

 

 

 

 

ERRORS and THREATS 

 

 

• Common Errors:
  • Turning onto downwind too late, which results in a narrow downwind, making maneuvering difficult or causing overshoot—sometimes leading to alignment with RWY 18L instead of RWY 18R.
  • Turning final too late, which can also cause runway overshoot.
• Wind Consideration:
  • During circling approaches at RKPK, winds are often strong from the west (approximately 230–240°).
  • Pilots should account for the tailwind effect when turning base or final.
• ATC : ATC may ask “Runway in sight” when turning downwind, so be prepared to respond without distraction.

 

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Disclaimer:

▪︎This content is Not an official document and does not represent the views of Airbus or any other aviation authority.

▪︎The information provided may be incorrect or misinterpreted and should not be relied upon for decision-making. 

▪︎Always refer to official documents and consult with a qualified aviation professional before making any decisions based on the information provided in this blog post.

▪︎The information provided in this blog post is based on personal study and review.