Narrative:

The ATIS for mdw was: [wind] 190 at 16g29 KTS; visibility 10 SM; 2;000 ft scattered 3;500 ft overcast; 16/12 degrees; [altimeter] 29.41; 'ILS 31C circle-to-land 22L;' [and] runway reported dry. We expected and briefed a fairly typical approach for mdw (ILS 31C circle-to-land 22L). We were established on the localizer and glideslope with the autopilot and auto-throttles engaged. We broke out just prior to the published circling minimums (1;620 ft). We had expected to circle much sooner (as per the ATIS) and were caught off guard. After passing the runts intersection; the tower controller had advised that ATIS F was now current; but provided only the new altimeter setting. In my approach briefing earlier; I had explained that I would initiate the circling maneuver at flaps 5 at 1;500 ft AGL (2;100 ft MSL) unless requested otherwise by ATC. As we broke out; rain was falling. As I began the right turn to enter a left downwind; I commented that the weather was obviously much worse than expected; although the weather to the east and north appeared better (better visibility and higher ceiling). At this point; I looked down and noticed that I had allowed the aircraft to descend to approximately 1;400 ft MSL (as best as I can remember) at flaps 5. Our company has very strict and very clear guidelines concerning this. The aircraft must be fully configured for landing below 1;000 ft AGL; [but] we were not. I immediately applied power to climb back up to 1;000 ft AGL and configured the aircraft for landing. The remainder of the visual circling maneuver and landing were uneventful. My first officer and I discussed and debriefed this approach while parked at the gate prior to the next flight.1) better situational awareness on my part.2) better approach briefing on my part; to include contingency plans if we do not break out on the approach at the expected location and altitude.3) the aircraft we flew was not equipped with a HUD. Without exception; I use the HUD from takeoff to exiting the runway after landing. I admitted to my first officer prior to the first leg on this day that I felt 'naked' without it. The HUD is a great tool; especially for this sort of transition from an instrument approach to a visual circling maneuver. All the information is right there; whereas now I had to look down for airspeed; altitude; etc.4) I will make it a point to share this story with all my first officers in the future when this particular approach is in effect at mdw.

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Original NASA ASRS Text

Title: B737 flight crew reports descending inadvertently below company circling minimums during the circle [to land] maneuver without the aircraft being fully configured. The ceiling encountered was at minimums and much lower than that reported by ATIS. A normal landing ensues.

Narrative: The ATIS for MDW was: [wind] 190 at 16G29 KTS; visibility 10 SM; 2;000 FT scattered 3;500 FT overcast; 16/12 degrees; [altimeter] 29.41; 'ILS 31C circle-to-land 22L;' [and] runway reported dry. We expected and briefed a fairly typical approach for MDW (ILS 31C circle-to-land 22L). We were established on the localizer and glideslope with the autopilot and auto-throttles engaged. We broke out just prior to the published circling minimums (1;620 FT). We had expected to circle much sooner (as per the ATIS) and were caught off guard. After passing the RUNTS intersection; the Tower Controller had advised that ATIS F was now current; but provided only the new altimeter setting. In my approach briefing earlier; I had explained that I would initiate the circling maneuver at flaps 5 at 1;500 FT AGL (2;100 FT MSL) unless requested otherwise by ATC. As we broke out; rain was falling. As I began the right turn to enter a left downwind; I commented that the weather was obviously much worse than expected; although the weather to the east and north appeared better (better visibility and higher ceiling). At this point; I looked down and noticed that I had allowed the aircraft to descend to approximately 1;400 FT MSL (as best as I can remember) at flaps 5. Our company has very strict and very clear guidelines concerning this. The aircraft must be fully configured for landing below 1;000 FT AGL; [but] we were not. I immediately applied power to climb back up to 1;000 FT AGL and configured the aircraft for landing. The remainder of the visual circling maneuver and landing were uneventful. My First Officer and I discussed and debriefed this approach while parked at the gate prior to the next flight.1) Better situational awareness on my part.2) Better approach briefing on my part; to include contingency plans if we do not break out on the approach at the expected location and altitude.3) The aircraft we flew was not equipped with a HUD. Without exception; I use the HUD from takeoff to exiting the runway after landing. I admitted to my First Officer prior to the first leg on this day that I felt 'naked' without it. The HUD is a great tool; especially for this sort of transition from an instrument approach to a visual circling maneuver. All the information is right there; whereas now I had to look down for airspeed; altitude; etc.4) I will make it a point to share this story with all my First Officers in the future when this particular approach is in effect at MDW.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.