Narrative:

While shooting the GPS approach runway 8 into sdm in marginal VFR weather; we had a close call with an aircraft in the pattern. Flying into sdm we received the ATIS advising us of visual approaches into runways 26L/right. Socal approach informed us that due to traffic from the east we could expect the GPS runway 8L. We loaded and flew the approach; setting our minimums at circling minimums of 1;020 ft MSL in anticipation of circling north for runway 26R. After switching to tower we were advised to continue our approach and to 'report the airport in sight.' the weather to the west of the airport was a low overcast marine layer that was moving in from the coast. Reaching our MDA of 1;020 ft we were approximately 3 NM from the missed approach point and still in the clouds. On our TCAS we were shown an advisory for an aircraft at our 12 o'clock position at an altitude of 500 ft below us. Our right/a's are inhibited below 800 ft AGL so that safety feature was not available to us in this occasion. We heard tower make a call to a cirrus to 'start a turn toward the downwind.' about 1/4 mile from the missed approach point we broke out of the overcast and picked up the runway. At this time tower advised us we were cleared to land runway 8L if able. From the beginning of this approach to this moment; runway 8L was not even a consideration for us due to what approach was advertised on the ATIS; the current wind conditions (270 at 8) and the fact that we knew we would be acquiring the runway inside our visual descent point. Having not briefed the approach for runway 8 and not being able to make a stabilized approach we elected to circle. Since circling south was not authorized; we were forced to start our circle by turning into the traffic flying a VFR pattern. Fortunately we were able to get ahead of the cirrus by keeping our initial turn north shallower than we normally would. This however made it very difficult to keep the runway in sight due to the angle our cockpit was facing away from the airport. The east side of the field was clear of overcast; but very hazy. With the sun starting down toward the horizon behind our point of view of the airport; keeping the airport in sight was a challenge. Barely able to make out the runway environment; put us in an uncomfortable position of circling without great situational awareness. Making the circle to final; we were able to transition to a normal landing and taxi safely to the ramp. While being able to complete this flight; we both were confused as to what the cirrus was doing in our area while we were struggling to find the airport on an IFR approach. The close proximity to the traffic; coupled with marginal conditions made what should have been a pretty routine approach; into something that could have snowballed into something much bigger. Having tower working an aircraft in the pattern while an IFR aircraft is coming opposite direction on an approach in actual IMC creates an unsafe situation. There is no reason two aircraft should be on the same side of the airport; at low altitude; heading opposite directions.

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Original NASA ASRS Text

Title: An Air Taxi pilot on a Runway 8 GPS approach broke out at 1;000 FT and was told to circle for Runway 26R but had difficulty single engine traffic; in the circling area; in sight while maneuvering for landing.

Narrative: While shooting the GPS Approach Runway 8 into SDM in marginal VFR weather; we had a close call with an aircraft in the pattern. Flying into SDM we received the ATIS advising us of visual approaches into Runways 26L/R. SOCAL Approach informed us that due to traffic from the east we could expect the GPS Runway 8L. We loaded and flew the approach; setting our minimums at circling minimums of 1;020 FT MSL in anticipation of circling north for Runway 26R. After switching to Tower we were advised to continue our approach and to 'report the airport in sight.' The weather to the west of the airport was a low overcast marine layer that was moving in from the coast. Reaching our MDA of 1;020 FT we were approximately 3 NM from the missed approach point and still in the clouds. On our TCAS we were shown an advisory for an aircraft at our 12 o'clock position at an altitude of 500 FT below us. Our R/A's are inhibited below 800 FT AGL so that safety feature was not available to us in this occasion. We heard Tower make a call to a Cirrus to 'start a turn toward the downwind.' About 1/4 mile from the missed approach point we broke out of the overcast and picked up the runway. At this time Tower advised us we were cleared to land Runway 8L if able. From the beginning of this approach to this moment; Runway 8L was not even a consideration for us due to what approach was advertised on the ATIS; the current wind conditions (270 at 8) and the fact that we knew we would be acquiring the runway inside our visual descent point. Having not briefed the approach for Runway 8 and not being able to make a stabilized approach we elected to circle. Since circling south was not authorized; we were forced to start our circle by turning into the traffic flying a VFR pattern. Fortunately we were able to get ahead of the Cirrus by keeping our initial turn north shallower than we normally would. This however made it very difficult to keep the runway in sight due to the angle our cockpit was facing away from the airport. The east side of the field was clear of overcast; but very hazy. With the sun starting down toward the horizon behind our point of view of the airport; keeping the airport in sight was a challenge. Barely able to make out the runway environment; put us in an uncomfortable position of circling without great situational awareness. Making the circle to final; we were able to transition to a normal landing and taxi safely to the ramp. While being able to complete this flight; we both were confused as to what the Cirrus was doing in our area while we were struggling to find the airport on an IFR approach. The close proximity to the traffic; coupled with marginal conditions made what should have been a pretty routine approach; into something that could have snowballed into something much bigger. Having Tower working an aircraft in the pattern while an IFR aircraft is coming opposite direction on an approach in actual IMC creates an unsafe situation. There is no reason two aircraft should be on the same side of the airport; at low altitude; heading opposite directions.

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.