Visual & Contact Approaches

"Approach, if it helps, airport in sight" - Overly optimistic pilot looking for a shortcut

As you begin your flying journey, you will note that most IFR flights end with a visual approach. That is, the weather is sufficienly good that no instrument approach procedure (IAP) is required. This actually highlights how important it is to get your IFR currency (i.e., it's not super easy), and how proficiency really is "a thing" (i.e., you won't fly as many approaches as you think).

If visual approaches are in effect, you should expect that to be reported in the ATIS. Something like "landing and departing runways 19 and 28, visual approaches in effect". If the airport is untowered, then you will be asked if you wish to cancel IFR in the air or on the ground (read this article, please) or, if the field reports VFR, ATC may clear you for a visual approach to the airport (note: not a runway, just the airport). Visual approaches are explained in AIM 5-4-23.

Contrary to popular belief, a visual approach is an IFR clearance. Yup! May sound confusing, but you are still under IFR rules. Every landing under IFR has specific requirements and regulations (again, read this article for rules on landing under IFR), and visuals are no exception. Let's take a look at what a visual approach requires and then let's venture in the less known "contact approach".

Visual Approaches

When ATC clears you for a visual approach, you can maneuver the aircraft to execute a landing just as you would under VFR: you essentially fly yourself to the runway visually and clear of clouds. But remember, you are still under IFR, just in visual meteorological conditions (VMC), which means that VFR separation from clouds is not required (14 CFR 91.155).

In order for visual approaches to be in effect, the following weather conditions need to exist at the field:

At least

• 1,000 ft ceiling

• 3 SM visibility

And then, for a visual approach clearance to be issued, either or the following two conditions must be met:

• You have the airport/runway in sight

• You have traffic in sight that is proceeding to the runway

In summary, you need to have both minimum weather conditions (or ATC won't even use visual approaches), and you need to have either the runway in sight, or see traffic to follow that is heading to that runway. You will often hear ATC tell you "N227TW, advise traffic 3 o'clock, Boeing 737". And if you reply that you have it in sight, they will add "N227TW roger, cleared visual approach runway 28".

Pilots should also be aware that when you report traffic to follow in sight, you are accepting the responsibility of maintaining visual separation and appropriate wake turbulence distances. On the other hand, if you don't have the traffic in sight but only the airport, ATC retains separation and wake turbulence minimum distances.

Worthy of note, is that there is no Missed Approach procedure. If you need to go-around, you are still under IFR (so ATC must provide you separation) and appropariate guidance will be issued. It could be as simple as entering the pattern or climbing to some altitude on a vector. ATC is in both cases (climb out or pattern) responsible for maintaining separation from other IFR aircraft. The pilot is only responsible for maintaining obstacle and terrain clearance. At untowered fields, it's a bit more "old wild west", where you are responsible to land as soon as possible (this deserves another article, to be honest). ATC will continue to maintain separation from other IFR aircraft (i.e., they will protect the airspace).

Contact Approaches

This topic confuses a lot of people. Let's assume that the destination field is VFR. In fact, let's assume it's clear in a million. However, the sun is setting, and there is just enough haze in front of you that you cannot see the airport nor traffic landing at the field. Well, in that case, you don't meet the requirements for the visual approach clearance, right?!

If you can't see traffic or the airport, ATC needs to vector you out and make you shoot an actual instrument approach! Even if you're in VMC! That's unfortunate since it can mean a delay in landing. Now, let's assume that even though you can't see the airport or traffic, you see landmarks that tell you exactly where you are. For example, if you're a pilot from the Savannah area, you obviously know that if you fly over the river and find the cranes at the port, you are aligned with runway 28:

So, if you see the cranes, know exactly where you are and know exactly how to get to the runway, even if it's not in sight, you can request a contact approach. ATC will not offer one (they can't), and a few conditions must be met:

1. At least 1 SM visibility and you need to stay clear of clouds.

2. The airport has a published or special Instrument Approach.

Contact approahes are explained in the AIM in paragraphs 5-4-25 and 5-5-3.

Be warned! If you execute a contact approach, you have responsibility of terrain/obstacle clearance. But, furthermore, there is no missed approach! So you can be in real trouble since you have nowhere to go. Another layer of difficulty exists if you're below minimum vectoring altitude (MVA). At that point, you're really alone since ATC cannot vector you around to find the airport. They can give you great advice, like "airport is off your nose, 2 miles", but not a "turn heading 350" instruction.