Visual Appproaches In CAS
de minimus non curat lex
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Visual Appproaches In CAS
If you are "cleared for a visual approach" by Approach/Radar is it implicit that you may descend as well from your last assigned level?
The reason I ask is that some airfields will add " no altitude/height restriction", and others are silent on this matter.
Being a cautious chap, I tend to ask whether there is any altitude restriction. Invariably they confirm that there is no descent restriction.
[It goes without saying that you may not go below the ILS glidepath, and join final not closer than xx dme for noise purposes]
The reason I ask is that some airfields will add " no altitude/height restriction", and others are silent on this matter.
Being a cautious chap, I tend to ask whether there is any altitude restriction. Invariably they confirm that there is no descent restriction.
[It goes without saying that you may not go below the ILS glidepath, and join final not closer than xx dme for noise purposes]
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I have occasionally applied a level restriction eg when approaching BFS from the southeast an aircraft may well be visual with masts ,high ground,airfield(correct one) et al and will remain so ...BUT is not visual with a helicopter in the hover over the city area..in that case I will permit an aircraft to position visually NOT BELOW 3000 feet(shall we say) until it is well clear of the traffic known to me.(Before anyone asks the helicopter may be in the hover...with no Modes A or C and hence will not appear on Tcas)Then there will be no restriction on descent...but I agree with Charlie Fox as a rule .
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The "no altitude/height restriction" comment is probably added when there is often reason to restrict descent, ie traffic or the base of CAS. The controller probably wants to make sure the pilot understands that there is in fact no restriction and s/he hasn't just forgotten to give one! Used this many times at EDI. Saves a comeback from the pilot... usually.
Like the others have said, unless told there's a restriction on descent, there isn't one, other than published noise procedures of course.
Like the others have said, unless told there's a restriction on descent, there isn't one, other than published noise procedures of course.
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.....not only when cleared for VA, if you were cleared for any instrumental approach you can leave last altitude/FL assigned by ATC ( following the published plates ).
So ,as atco, I don't understand when a crew ask " can we leave 5000'"...when they have been cleared for ILS minutes before.
All American pilots from USAF/Navy request usually confirmation.
So ,as atco, I don't understand when a crew ask " can we leave 5000'"...when they have been cleared for ILS minutes before.
All American pilots from USAF/Navy request usually confirmation.
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When cleared for a visual approach there are no altitude restrictions (unless the particular airport has a noise abatement procedure). I've seen pilots descend down to nearly tree top, and others wisely stay high (just in case that spinny thing on the front stops). Refer to your Airmans Information Manual for guidance.
As a controller if I want to clear you for a visual approach but I need to restrict your altitude I will use the following phraselogy:
Proceed visually to the airport, but maintain XXXX altitude until advised.
I'm not a pilot but my philosphy would be that altitude is a good thing, lack of it isn't (unless you are landing).
Mike
NATCA FWA
As a controller if I want to clear you for a visual approach but I need to restrict your altitude I will use the following phraselogy:
Proceed visually to the airport, but maintain XXXX altitude until advised.
I'm not a pilot but my philosphy would be that altitude is a good thing, lack of it isn't (unless you are landing).
Mike
NATCA FWA
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As far as I know, all approach clearences 'automatically include' a clearance to descend according to the appropriate approach chart, instrument or visual. If no visual approach chart exsist, descend 'all the way'.
ATC may however restrict the descend to an 'initially/not below' altitude, and this will of course overrule the general rule mentioned above.
Our letters of agreement (ENZV TWR/APP) say that aircraft on visual approaches shall be restricted to 2000 feet by approach. The tower controller will clear the visual approaches for 'unrestricted descend' when clear of possible conflicting VFR traffic. VFR in the control zone is restricted to max 1000 feet.
ATC may however restrict the descend to an 'initially/not below' altitude, and this will of course overrule the general rule mentioned above.
Our letters of agreement (ENZV TWR/APP) say that aircraft on visual approaches shall be restricted to 2000 feet by approach. The tower controller will clear the visual approaches for 'unrestricted descend' when clear of possible conflicting VFR traffic. VFR in the control zone is restricted to max 1000 feet.
ATC
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at LPPT, LPCS, LPAR, LPMT (Portugal)
Lisbon Approach is the responsable unit for Approach to the 4 aerodrmes mentioned above.
When a Visual Approach clearance is given, the altitude will only be mentioned if there is a need for a altitude restriction, otherwise the Visual Approach clearance 'allows' the descent to final ...
Due to the proximity of Left Downwind RWY 03 for LPPT (Lisboa)and the VFR routes for traffic inbound/outbound LPCS (Cascais), normally the Visual Approach Clearance for RWY 03 LPPt is
"Cleared for Visual Approach Rwy 03, maintain xxxx feet until turning base"
"Clearde for Visual Approach Rwy 03, maintain xxxx feet until further advised"
When a Visual Approach clearance is given, the altitude will only be mentioned if there is a need for a altitude restriction, otherwise the Visual Approach clearance 'allows' the descent to final ...
Due to the proximity of Left Downwind RWY 03 for LPPT (Lisboa)and the VFR routes for traffic inbound/outbound LPCS (Cascais), normally the Visual Approach Clearance for RWY 03 LPPt is
"Cleared for Visual Approach Rwy 03, maintain xxxx feet until turning base"
"Clearde for Visual Approach Rwy 03, maintain xxxx feet until further advised"
