Visual Approach

[minitour]

Yesterday getting vectors and told to expect the ILS. Got the field in sight and told approach and asked for the visual...they said okay no problem. So we're told to Descend and Maintain 3000" so we do that ... a few minutes later we're cleared for the visual...

My question:

You can descend for the visual approach once cleared, correct?

I never really asked that question in ground school or form my instructor, but I just stayed at 3000 and when cleared I descended to TPA (since I was on an extended base) then set it up to land...

Was I okay??

ATCers what do you "expect"?

-mini

 

[User546]

I'm not an ATCer, but we frequently do a lot of Visual Approaches, so I might be able to offer a little help.

I like to think of being "Cleared for the visual" the same as "Descend at the pilots discretion." Now there are several situations you might find yourself in when you get this clearance, but the execution of it should be the same.

When cleared for the visual, the descent planning and altitude management is up to you. If you are familiar with the area, and know of all obstacles (radio towers, hills, etc.) then you could descent down to TPA if you wish, but be extra vigillant.

If your not familiar with the area, I always like to keep my altitude a bit high until some type of visual cue can be esatablished for the runway cleared for (VASI, PAPI, etc.) which should keep me away from any known/unforeseen objects lurking out there around the airport. Then once I've established that, I begin down in a normal fashion.

I guess to put it one sentence: Descent is at your discretion, but have your eyes outside the cockpit, and be safe.

 

[User546]

(Nothing to see here... Move on down a few more inches...)

 

[minitour]

...
I like to think of being "Cleared for the visual" the same as "Descend at the pilots discretion." Now there are several situations you might find yourself in when you get this clearance, but the execution of it should be the same.

When cleared for the visual, the descent planning and altitude management is up to you. If you are familiar with the area, and know of all obstacles (radio towers, hills, etc.) then you could descent down to TPA if you wish, but be extra vigillant.

If your not familiar with the area, I always like to keep my altitude a bit high until some type of visual cue can be esatablished for the runway cleared for (VASI, PAPI, etc.) which should keep me away from any known/unforeseen objects lurking out there around the airport. Then once I've established that, I begin down in a normal fashion.

I guess to put it one sentence: Descent is at your discretion, but have your eyes outside the cockpit, and be safe.

Thanks...that's what I thought.

I wasn't cleared for the approach until I was on that "extended base" probably about 5 miles out but definitely clear of obstacles/obstructions.

Anywho...Thanks for clearing that up.

-mini

 

[Dr Pokenhiemer]

Mini--you did the right thing. Stay at your last assigned altitude until ATC clears you for the visual, OR until you call ATC and advise you have the field and would like to cancel IFR and he adises you to sqwak VFR. This is a common practice, but when you cancel IFR you lose the assurance of aircraft seperation from ATC. If I have the field in sight and intend on cancelling in the air, I ask ATC if there is any traffic between me and the airport. He may tell you he observes traffic in the pattern or not. If you are cleared for the visual, they are basically telling you there is no traffic that will be a factor to you. Last thing, don't cancel in the air if you may have to go missed and pop back in IFR. if it's a controlled field, you probably already know that you IFR is automatically cancelled upon landing.

 

[minitour]

Mini--you did the right thing. Stay at your last assigned altitude until ATC clears you for the visual, OR until you call ATC and advise you have the field and would like to cancel IFR and he adises you to sqwak VFR. This is a common practice, but when you cancel IFR you lose the assurance of aircraft seperation from ATC. If I have the field in sight and intend on cancelling in the air, I ask ATC if there is any traffic between me and the airport. He may tell you he observes traffic in the pattern or not. If you are cleared for the visual, they are basically telling you there is no traffic that will be a factor to you. Last thing, don't cancel in the air if you may have to go missed and pop back in IFR. if it's a controlled field, you probably already know that you IFR is automatically cancelled upon landing.

Thanks for the reply

I don't really care for cancelling in the air unless its "clear and a million". Even then I've heard too many horror stories about people cancelling, ending up 1/4 mile short of the runway and no one finding out for three days.

Plus, like you said, if you need to "go around/missed" and pop back in the stuff...and IFR separation...it's just as easy to turn on the cell phone or (if they have it available) call them on the radio on the ground and say "okay I'm here".

This situation was a controlled field so it was no big deal, but I just wasn't 100% sure. I figured I was okay since you need to be in position to make a "normal landing" or however they word it...so I assumed they didn't want me at 3000' until final...

Anywho...first non-dual actual was fun...and a lot easier than I thought...I figured, "man I'm gonna have to work real real hard on the scan" but it was almost automatic...fun stuff...love this IFR sh*t!

-mini

-mini

 

[Dr Pokenhiemer]

Just be careful out there. Get all the experience you can and never be afraid to ask questions.

 

[minitour]

Just be careful out there. Get all the experience you can and never be afraid to ask questions.

Careful is me...my wife made me a deal...I'm "over cautious" with go/no go decisions and I can fly...

and me afraid to ask questions? hahaha

I can come up with some stupid ones sometimes...being afraid to ask is not a problem...

afterall it's a "license to learn" right?

-mini

 

[Vector4fun]

Mini,

As the other posters said, descent on a Visual Approach is at your discretion. Also, you're obviously doing your own navigation visually. Therefore, there are times as a Controller I want to keep you on a vector, and either at an altitude, or a standard rate of descent, until other traffic conflicts are resolved. I've used phraseology similar to:

"Descend now to three thousand feet. Reaching three thousand, cleared visual approach."

Or:

"Maintain at or above four thousand until established on final, cleared visual aproach."

Or:

"Proceed visually to the airport, but maintain four thousand. Expect approach clearance in five miles."

So it can work different ways. All of the above examples are ways for me to insure separation from other traffic you don't see.

 

[Daveman]

(Nothing to see here... Move on down a few more inches...)

There's something funny here to say, just can't think of it.....at the moment.