Instrument tip: Non-approach approaches

There are a few different types of approaches that bridge the divide between instrument and visual procedure. Of these, the contact approach is less common. Available only by pilot request, a contact approach allows a pilot on an IFR flight plan to make an approach in visual conditions so long as he or she can remain clear of clouds and the reported ground visibility is at least one mile. The approach can only be made to an airport with a published instrument approach procedure, meaning it’s not possible to drop below the clouds and then request a contact approach to a VFR-only airport.

With such specific constraints, it’s no wonder that many pilots choose not to regularly make contact approaches. If the weather includes scattered, broken, or overcast clouds, and visibility is only a mile, most pilots will choose to fly a standard instrument procedure. And if the weather is better, most will choose to fly a visual approach.

Visual approaches are like VFR approaches flown in the instrument system. They are flown only with visual references, but with some of the protections of an instrument flight plan. For example, there’s no need to maintain the cloud clearance and visibility requirements that VFR pilots must abide by. Like the contact approach, the weather minimums for a visual approach are clear of clouds and one mile visibility, but unlike a contact approach, the controller issues a visual approach clearance. However, he or she won’t do so unless you report having the airplane in front of you or the airport in sight. Once that report is made, you’ll hear, “Cessna 1234A, cleared visual approach Runway 23 at Frederick.” Now you’re flying visually, but still on an instrument flight plan. Once you are switched to advisories, either to the tower or a CTAF, the flight plan is canceled.

Neither visual nor contact approaches have missed approach procedures because they aren’t instrument approaches. If for any reason you must go around, it’s the tower’s responsibility to issue new instructions. In the case of a nontowered airport, you should be able to fly a normal go-around and land. If it’s something that requires more coordination, say a disabled airplane on the runway precluding you from landing, then you must coordinate with approach. Low weather should never be a factor at that point because if it’s that marginal, the visual was the wrong approach choice.

Some airports have charted visual procedures that blur the lines between instrument and visual flying even more. Charted visual approach procedures are named, have routes and “waypoints,” but they don’t have minimums or missed approaches. By using a series of visual checkpoints, charted visuals can efficiently bring in large volumes of traffic in places where terrain or noise abatement procedures require more exact routing. They are only issued at airports with control towers, and are primarily used by jets. Like a regular visual approach, ATC will issue an approach clearance after the pilot reports seeing a charted landmark or the traffic in front.

To further confuse things, charted visual approaches list altitudes somewhat like an instrument approach, but like visual flying, these altitudes aren’t mandatory. They’re suggestions. And like an instrument approach, there are minimums for a charted visual, although they aren’t minimums in the sense of how low an aircraft can fly before it must land or fly a missed approach. They are minimums that must be met for the approach to be in use.

One of the most famous charted visual procedures is Ronald Reagan National Airport’s River Visual to Runway 19. It requires pilots to follow the Potomac River south as they thread a smattering of prohibited airspaces and other hazards. A low, close-in turn makes for a short final approach, and puts the approach high on the list of fun flying spots for airline pilots.

Flying a contact or visual approach can be a quick and efficient way to make the airport after a flight in the clouds, but make sure you can stay in visual conditions the entire time. Otherwise the workload will go up dramatically at a time when your primary focus should be on making a stabilized approach.