visual approach
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visual approach
Hi, does anyone know that if by accepting a visual approach, IFR is cancelled automatically thus making the pilots responsible for their own separation? Our Part A is not clear on the issue stating that it is possible to still remain IFR if one so wishes. I certainly don`t remember ever being asked the question by ATC!
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The Director is of course correct, however in real life during a visual approach, ATC tend pass traffic information "there's a Cherokee orbiting on a 2nm right base", by which (s)he's saying don't cut in too tight chummy, whereas during a normal radar vectored approach, controllers tend to just give you a vector to steer to avoid a conflict. Ultimately, if you don't take the hint, they will give you an avoiding vector having already been cleared a visual approach.
Last edited by notdavegorman; 28th Nov 2005 at 17:22.
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notdavegorman. The procedures will vary depending on the class of airspace. In Class A (where I lived) full separation is provided between IFR and IFR and between IFR and SVFR traffic. The only circumstance where that varied was "in the vicinity of an aerodrome" where an aircraft on a visual approach following another aircraft may be given traffic info and told to follow it. However, both aircraft would still be operating under IFR.
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My comments were meant in the context of a regional airport with Class D airspace, and a potential conflict between VFR (the Cherokee) & faster moving IFR traffic such as a 737 on a visual approach.
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BHX, I hope you've got an answer to the question you were asking but just to be completely clear, if you are IFR and talking to ATC and get cleared for a visual approach you are still IFR. End of story. Class of airspace is irrelevant.
What you get from the controller in terms of separation is affected by airspace, but that's a dfferent issue. And I'm afraid I can't help thinking that notdave is being a bit confusing by his comments. The practice that is described is to do with collision avoidance and controlling the orderly flow of air traffic rather than anything specifically to do with IFR.
What you get from the controller in terms of separation is affected by airspace, but that's a dfferent issue. And I'm afraid I can't help thinking that notdave is being a bit confusing by his comments. The practice that is described is to do with collision avoidance and controlling the orderly flow of air traffic rather than anything specifically to do with IFR.
In Canada we have 2 choices, the contact and the visual apprach.
You can request a contact approach and ATC will provide separation from IFR traffic and "issue specific missed approach clearance if any doubt exists that a landing will be accomplished."
If however you request or ATC suggests and you accept a visual approach you have no missed approach clearance.
Especially at non controlled airports you had best be aware that you have, in fact, cancelled IFR and must remain VFR. If you are not confident you will be able to land a Visual approach is not a great idea.
AIP RAC 9.6.1 and 9.6.2
http://www.tc.gc.ca/CivilAviation/pu...AC/9-1.htm#9-6
Clear as mud? Great! Carry on.
You can request a contact approach and ATC will provide separation from IFR traffic and "issue specific missed approach clearance if any doubt exists that a landing will be accomplished."
If however you request or ATC suggests and you accept a visual approach you have no missed approach clearance.
Especially at non controlled airports you had best be aware that you have, in fact, cancelled IFR and must remain VFR. If you are not confident you will be able to land a Visual approach is not a great idea.
AIP RAC 9.6.1 and 9.6.2
http://www.tc.gc.ca/CivilAviation/pu...AC/9-1.htm#9-6
Clear as mud? Great! Carry on.
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While we're talking about visual approaches and Albatross brought up the issue:
How do you fly the missed approach after a visual approach? Since you could still get unstabilised, get a malfunction or the runway could become blocked, there is plenty of reasons why you would still have to perform a missed approach even if you are "confident that you're going to be able to land".
What does JAR-OPS, or any other regulatory body, say about this?
I fly a lot of visual approaches and never really thought about it, normally I would assume to fly the missed approach for the main approach to that runway, but probably that's legally wrong.
Do I have to join the aerodrome traffic pattern?
Greetings, Ziggy
How do you fly the missed approach after a visual approach? Since you could still get unstabilised, get a malfunction or the runway could become blocked, there is plenty of reasons why you would still have to perform a missed approach even if you are "confident that you're going to be able to land".
What does JAR-OPS, or any other regulatory body, say about this?
I fly a lot of visual approaches and never really thought about it, normally I would assume to fly the missed approach for the main approach to that runway, but probably that's legally wrong.
Do I have to join the aerodrome traffic pattern?
Greetings, Ziggy
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Still related I hope, I overheard EGKA talking, I believed, to a Bizjet a few weeks ago. The Bizjet said that he could accept VFR if it was more convenient. ATC said that they did not accept VFR. I may have miss heard but my companion said the same. What did this mean. Sorry never qualified IFR so I may be being stupid.
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Missed App
If it's not a published Visual approach (KSFO) I would assume the Tower and the owners of the Control Zone will have an LOA that deals with it, follow tower instructions?
In Australia, a visual approach is an IFR procedure, so yes, you remain IFR. If you conducted a go-around off one, you'd either follow ATC instructions or, if at an uncontrolled airfield, level out at 1000' and do a circuit. If you required time to sort out a problem, you could state your intentions, climb to MSA and enter the holding pattern at the navaid.
