Visual Approach Explained | Contact Approach | IFR Training
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- เผยแพร่เมื่อ 6 ธ.ค. 2021
- Most real world IFR flights end in a visual approach, instead of an approach down to ceiling and visibility minimums. It sounds easy to just spot the runway and land like a VFR approach, but there are some special considerations going from the instrument environment to the visual one without any required navigational aids.
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Another excellent explanation in less than 10 minutes that makes a whole lot of sense. Keeping it simple and thanks for the videos.
love your videos, using them to brush up IFR for my CFII checkride this month. Keep up the fantastic work!
What a coincidence that I left a comment about contact approaches on a different video before seeing this one. A contact approach is a very useful clearance when you can't get a visual becuse the airport is reporting prevailing vis just below VFR mins, but you have sufficient visibility in your piece of the sky to spot the airport and arrive visually. I would not plan on such an arrival in lieu of an instrument approach, but when you cannot fly the instrument approach due circumstances such as a thunderstorm over the FAF, a contact approach can allow you to deviate around the weather and arrive safely.
Any chance you could make a video detailing Contact Approaches a bit more? I get the idea behind them, but a bit more info wouldn't hurt. Thanks, big fan!
Your videos helped me
Immensely in passing my IRA knowledge test yesterday. Such a high quality videos with amazing explanation of concepts. Thank you 🙏🏻
Thanks very much. I’m new to the GA world and it is extremely helpful how you superimpose the aircraft symbol on the landing plates and charts.
It’s a little thing, but for a newbie, it makes a huge difference.
Learned a great deal in this short video.
Once you’re cleared for the visual, should you expect further vectors or instructions from atc or are you able to navigate as you wish visually?
Excellent video! I can tell you spent lots of time finding the perfect examples for these subjects to include all the "gotchas" and unique aspects of visual/contact approaches (other traffic on straight in to 24L, river visual procedure, and highway that leads to airport). I learned that for a contact approach, your destination simply has to have an instrument approach, and you don't necessarily have to be near it or load it up. Contact approach basically like Special VFR while on an IFR flight plan. Great video, as always
Great video explaining the real life scenarios of a visual approach. I haven't gotten one yet but we will see as I get more IFR flights under my belt.
You are the Best! 👍🏼
Excellent information! 😎
Please keep doing it!🙏🏼
Great vid they way I know I won’t land on the wrong airport i keep the fp opening some pilots delete the plan when they hear visual approach
Great Video. Thanks
I really appreciate your videos bud. We'll explained
Instrument checkride is just around the corner, and these are so great as I prepare. Thank you FI!
Good luck!! Let us know how it goes
traffic in sight is fine. No need to clog up atc to be a good boy. Traffic in sight is good enough
Thank you for theses videos. I'm not a pilot though I do have an interest in flight simulation where procedures and requirements can be ignored in safety - particularly coms and ATC. You have a great skill in illustrating and explaining every thing about how things are done and why they are necessary and make it very interesting. Thanks agai.
If possible, I always like programming in the ILS approach for guidance, even if it is a visual.
Good Info!
What an awesome video!!!
Thank you Caleb!
Used the contact appch often in Northern Canada. The definition of legal vs wise
Like circle to land in poor vis & mountain terrain.
Another awesome video! Just recently flew the Quiet Bridge Visual into 28R at SFO. Approach asked 180kts to 5 mi final….able to pull that off in my Cirrus 😀
Spectacular! Love the Cirrus, SR22? I've been flirting with the idea of going down to Knoxville for the CSIP program.
5:36 Great video as always; I’d just point out that this exact scenario of a large or heavy traffic overtaking small could easily lead to wake turbulence upset, given how the runways are laid out.
Cool video! LNN where your plane was at the very beginning of the video is my home airport.
Awesome. Haven't flown out there but I had a client way back when in one of the offices downtown. The meeting room looked out over Burke Lakefront. Needless to say I didn't get much done there...
IN IFR YOU HAVE TO CHNGE RADIO TO FACILITY RADIO? IN CAT II NO CONTACT WITH GROUNDCREW IS REQUIRED FOR TAXI?
Thank you for all this information but is good for flight simulator 2020 to use it and the ho I will do like download every airport division
Great Show FI, ur videos are informative and explained with such great presentation.... Could also do a video about Circling Approach Explained (Example : VOR RWY09(Circling), emphasis on Circling / VM(C). Also about nomenclature of Z,Y,X on Approach Plates (Example VOR 'Z' Rwy 09 or say VOR 'Y' RWY 09)
Thanks so much! You can find a circling vid in the IFR playlist on this channel. I could do a approach nomenclature video. There's not a ton there, except that sometimes the differences relate to different equipment requirements, like a DME on the Y approach versus GPS or radar on the Z. Also sometimes a Y approach may have a feeder route from the East, as opposed to a Z approach using one from the West. They're discussed a bit in one of my videos on TAAs.
It is a very good
What plane is that from the msfs?
So, the difference btw contact and visual approach it’s only visibility ?
What is the difference between instrument runway and non instrument runway
Good topic. If ATC initiated the visual approach might want to clarify the pilot may choose to reject it and fly the published approach.
ATC will tell you in advance to expect a visual approach. It's up to you to " request" something else. I say "request" because depending on workload ATC may not be able to accommodate your request without a drastic change in sequence.
@@SteveH98264 true. At unfamiliar airports I like to stay on the published - never been denied - at least vectors to final.
Great videos. I didn’t understand why you use 1,000 feet and 3SM as the VFR definition towards the beginning of this one.
Great question. VFR cloud clearance requirements relate to us in the aircraft depending on what class airspace we're in (we're familiar with the 3-512 of Class C, D, and most of E). Towered airports can be considered VFR or IFR based on weather observed at the field. AIM 5-4-23 lists the required weather at 1,000 foot ceilings and 3SM visibility in order for visual approaches to be issued.
@@flightinsight9111 This is also in the FARs: 14 CFR 91.155 (c) and (d)
The visual or non-visual approach thing is confusing to a low time IFR pilot like myself. At my busy downtown airport, its common for them to decline a practice IFR approach due to traffic. However, they don't then also require a pattern, usually. So I go ahead and fly the approach just as the plate depicts and there is no issue. So why did they decline the practice approach? No idea.
Yup, I think maybe they'd just rather wait until you're closer to have to think about you, even though you're doing exactly what you had requested on the approach.
If I fly the ILS needles during a visual approach can I log it toward my IFR recency requirements?
Unless you are IMC you will need a safety pilot on board and a view limiting device on to log the approach for currency.
Why would the aircraft need to maintain visual separation with the aircraft on the parallel? Is it because the runways are really close together?
ATC needs to maintain certain distances between aircraft on their radar except when the aircraft are maintaining visual separation. As the pilot when you say traffic in sight or maintaining visual separation you are effectively taking responsibility for collision avoidance with that aircraft. So this allows you to be closer to aircraft on a parallel approach than ATC otherwise could allow.
Depending on the distance between the parallel runways visual separation may be required anytime vertical or lateral separation cannot be maintained. Example: the runways @ SFO are only 750' apart which required visual separation anytime IFR separation is lost. At most airports where the parallels are at least 2500' apart you only have to advise the aircraft of the aircraft using the parallel. This is often accomplished by an ATIS broadcast which states "simultaneous visual approaches in progress runways xx & yy".
@@SteveH98264 found out why, and its because wake turbulence for a small behind a large is 4 miles when on approach to the same or parallel runway separated less than 2500 ft"
@@andrewlorenzo6611 That's only a very small part of the equation. Any time you do "side-bys" at SFO visual separation is a must. Standard seperation is "1000' vertical or 3 miles" with a bunch of addition separation standards depending on the type aircraft. If I had a "small" on final to SFO during sidebys he was not only maintaining visual separation from the aircraft next to him he was probably "following" whatever is in front of him. A small is supposed to be 6 miles behind a heavy yet I routinely ran them 4 miles in trail. Are we confused yet?
THE DME IS ENR: ILS?
Hello. I am a student pilot. I have a question. Which simulator is this?
Microsoft Flight Simulator 2020
On PC & Xbox 😁👍
IN ICAO TERMS YOU NEED TO HAVE PASSIVE ACTIVE APPROACH SO ;ILS, ILS, ILS;
ENR: ILS?
ATC MAY MOVE YOU INTO THE ALT MINIMUM FINALLY?
dam, how many dunkin donuts do you have in your neighborhood..?
in Atlanta, they're more common than Starbucks.😂 I'm not sure where he lives however