Contact/Visual Approaches

[uwochris]

Hey guys,

I got some Qs about contact/visual approaches, and I'd love to hear some feedback:

1. If you are cleared for a visual approach, do you have to conform to the standard traffic pattern procedures, or can you simply dead-reckon your own track to the runway? Example: assume you are flying something like a Dash 8, RJ or 737 and that you've been cleared for a visual approach. You are nicely set-up for an extended right base for the runway; however, the specified pattern for this runway is left-hand. Can you, legally, enter from the right base? What if this was in uncontrolled airspace? It just seems a little odd that an a/c like a Dash 8/RJ/737 would have to perform a standard pattern (cross overhead at 500 ft above pattern height, etc).

2. While performing a visual approach, which minimum altitude are you restricted to? I'm under the assumption that since you are now operating VFR, ATC will expect you to maintain at least traffic pattern altitude? Are you required to get a clearance to change altitudes?

3. If you've been cleared for a contact approach, are you free to dead-reckon your own track to the runway, or must you follow standard pattern procedures (kind of like question #1)? Or, can you deviate from circling restrictions, pattern procedures, etc and land in any direction you want?

Thanks in advance,

Chris.

 

[FN FAL]

Hey guys,

I got some Qs about contact/visual approaches, and I'd love to hear some feedback:

3. If you've been cleared for a contact approach, are you free to dead-reckon your own track to the runway, or must you follow standard pattern procedures (kind of like question #1)? Or, can you deviate from circling restrictions, pattern procedures, etc and land in any direction you want?

Thanks in advance...Chris.

If you drop an M&M under your desk and pick it up...how long must it be sitting on your desk top before you can eat it? Is there a rule? I dropped this one about an hour ago and when I picked it up, I had to dust a few nail clippings off of it...along with some dust mites and a few old dried buggers. I think it's safe...but I really don't know.

Just kidding dude...on a contact approach, you are on your own AND ATC will not clear you for one unless you ask for it. The only time I did a contact approach...the ceiling was 100 feet. You'd have to know this airport to understand how this could happen...it's on a hill.

 

[typhoonpilot]

Chris:

1. If you are cleared for a visual approach, do you have to conform to the standard traffic pattern procedures, or can you simply dead-reckon your own track to the runway?

If you are cleared for a visual approach that almost certainly implies that you have been radar vectored to a position from which a visual approach is possible. That could be a straight in approach; an approach from an extended base leg; or from downwind. ATC has put you in a position from which they want you to execute the visual or you have requested it from a position that ATC allows it to happen from.

2. While performing a visual approach, which minimum altitude are you restricted to? I'm under the assumption that since you are now operating VFR, ATC will expect you to maintain at least traffic pattern altitude? Are you required to get a clearance to change altitudes?

If you are coming from a straight in position you only need to remain on or above the normal glidepath. Pretty much the same from a base leg. For a visual from downwind most jets fly a standard pattern of 1500 feet AGL minimum on downwind. In practice though, you would probably be much higher in order to maintain a constant descent with no level segment all the way to the runway. Downwind at 4000 feet AGL in a heavy is not uncommon and can be much higher depending how long a final you want. In bigger jets you really don't want to turn final at less than 1000 feet, which would be about a 3 mile final.

3. If you've been cleared for a contact approach, are you free to dead-reckon your own track to the runway, or must you follow standard pattern procedures (kind of like question #1)? Or, can you deviate from circling restrictions, pattern procedures, etc and land in any direction you want?

All contact approaches really stipulate is that you must keep ground contact throughout the approach to the runway while having one miles vis and staying clear of clouds. They aren't very common in the States but in Taiwan we did them a lot. We had visual landmarks to fly from various points to line ourselves up with the runway. Some conformed loosely to a traffic pattern, others were very different. In Tainan we would follow the coastline until a small river inlet, then a turn up the river until a white house was in sight, and finally onto the runway heading, picking up the runway shortley thereafter.


TP

 

[FN FAL]

All contact approaches really stipulate is that you must keep ground contact throughout the approach to the runway while having one miles vis and staying clear of clouds. They aren't very common in the States but in Taiwan we did them a lot. We had visual landmarks to fly from various points to line ourselves up with the runway. Some conformed loosely to a traffic pattern, others were very different. In Tainan we would follow the coastline until a small river inlet, then a turn up the river until a white house was in sight, and finally onto the runway heading, picking up the runway shortley thereafter.


TP

At Beaufort S.C. we had a local procedure nicknamed the "Bridge 1 Arrival".

You shoot the ILS at Hilton Head, break off and cancel your IFR, fly up the intercoastal waterway on a specific heading until you got to this bridge, then turn 90 degrees to the right. It put you on runway alignment with a runway at the Frogmore airport.

That's not an IFR "contact" approach, but it is "contact" flying.

The only benefit I see to utilizing a contact IFR approach is that if you know the area well, you can get into an airport when an approach wont get you in there. This is a good thing, if you take into account the risks.

The 100 foot ceiling at the airport on the hill that I mentioned, was only 100 feet ovc over the AWOS itself. I could see the airport from MDA while on a VOR approach, but was soon going to find myself back in the clouds again as I got closer to the field. Vis was 10 miles. Because of the geographical layout of the airport and sloping cloud structure... I was going to be able to fly up to the threshold and land without risk of colliding with obstacles if I could get off of this VOR approach...as there wasn't any obstacles between me and the runway...just upsloping smooth terrain and a downsloping cloud base.

I couldn't cancel IFR, because the field was IFR and the ILS was out of service...so I asked for and received a "contact" approach clearance. I would never recommend this type of thing to someone who is unfamiliar to an airport and it's surrounding terrain, but I knew this place like the back of my hand and visibility was great. Most air carriers prohibit contact approaches...at least the one I fly for now does. But I see them as a great tool for an experienced IFR pilot who has expert knowledge of the area he is flying in.

When I landed at this field, there were two State DOT pilots standing next to their King Air with their arms folded...staring. But unless I'm mistaken, the contact approach I did was legal and it was safe.

 

[LarryinTN]

1. 14CFR91.126 - 14CFR91.131

2. You are not operating under VFR when on a visual approach clearance.

3. See above.