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Visual Approach

Old 02-11-2009, 07:50 PM
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Default Visual Approach

Assuming you are flying into Class Bravo airspace like IAH, you are cleared for the visual approach. What is the proper procedure for flying a visual into a busy airport. Would you A) back it up with the ILS and use the FAF altitude or B) fly traffic pattern altitude conservatively, not too far from airport

Now you go-around, what do you fly the missed approach procedure from the ILS or the traffic pattern altitude. And keep in mind lost comms situation. IAH has reported left pattern in A/FD. They do clear you for visual even on marginal VFR days, so even the ILS missed may put you back in the weather.

Im getting mixed opinions on this and I havent really found anything concrete. Thanks
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Old 02-11-2009, 07:59 PM
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At a busy hub airport you will normally be vectored off your STAR similarly to an ILS (vector to intercept the LOC or a base leg) and will be in trail behind another aircraft. Once you report the field (and any traffic in front of you) in sight, it's all you. Fly it to the runway and make sure your speed and configuration changes allow you to keep your spacing with the aircraft you are instructed to follow. If you go-around, tower will almost certainly give you instructions.

Edit: To add, yes, I would say a vast majority of crews would back up the visual approach with the ILS.
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Old 02-11-2009, 08:00 PM
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A really busy Class B will probably vector you to final everytime for spacing. If it's not extremely busy and they clear you for the visual on downwind, you fly a normal pattern that you would any other airport. If there was conflicting traffic they would not clear you for the visual until you were joining final. Either way you should have the ILS loaded and ready to follow once on final. On a go-around you get instructions from tower. Being cleared for the visual is not an ILS therefore the ILS missed approach does not apply. If you do lose Comm on the go around do your lost comm procedures and return to the airport just like you would any other time.
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Old 02-11-2009, 08:02 PM
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Hey go check this out.

http://www.airlinepilotforums.com/av...y-pattern.html

Basically the answer that everyone gave was that you must either do tower instructions, or in the case of lost comm's you gotta do the traffic pattern. You cannot do the ILS missed because they don't know what missed your going to do. Are you going to fly the ILS missed/VOR missed/GPS missed? So its gotta be the traffic pattern.
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Old 02-11-2009, 08:41 PM
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Definitely back up a visual approach with the ILS. This allows you to remain at or above the glideslope as required by FAR's. Class B airspace shelves are designed to contain the glideslopes, so remaining at or above it will keep you from descending outside the bravo airspace.

There is no published missed approach procedure for visual approaches. If you go around you need a heading and altitude assignment from ATC. In the event of lost comm, comply with the FAR's. Remain in VMC and land. If a published traffic pattern exists, comply. Do not forget to squawk 7600.
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Old 02-11-2009, 09:16 PM
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Back up the visual with an Ils or Vnav if available, in case of a miss use pattern alt or what will be assigned by tower. You will also have a papi or vasi and if they are not available, use the 3:1 rule.

Good luck, we are all counting on you.
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Old 02-12-2009, 07:03 AM
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Always back it up with the ILS, at 140kts, you can never be too careful. I always aim to have the approach stabilized at the FAF and the prescribed altitude. As for the missed, when you call missed apch, start initially and expect the published but the tower will usually assign you a heading to keep you away from departure traffic.
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Old 02-12-2009, 07:09 AM
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I'd back it up with the ILS on the off chance that they give need me to go direct to this fix or I am asked to maintain 210 to that fix. Its just easier when all that stuff is visible on the MFD.

I have to do some thinking about the no comms missed... I believe that it would be safer to fly the published missed in this case. That way you have plenty of time to set 7600 on the squawkbox and give the controllers enough time to figure out what you're doing.
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Old 02-12-2009, 07:13 AM
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Originally Posted by Diver Driver View Post
Always back it up with the ILS, at 140kts, you can never be too careful. I always aim to have the approach stabilized at the FAF and the prescribed altitude. As for the missed, when you call missed apch, start initially and expect the published but the tower will usually assign you a heading to keep you away from departure traffic.

Disagree with you as far as the missed.

Once you have been cleared for and accept a visual approach clearance, the ILS missed no longer applies. ATC is not expecting or desiring you to fly the published missed, especially if it has a quick turn in it as many airports in congested airspace do.
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Old 02-12-2009, 07:17 AM
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Originally Posted by Sabo View Post
I have to do some thinking about the no comms missed... I believe that it would be safer to fly the published missed in this case.
Which missed are you going to fly? The ILS missed? The VOR missed? The GPS missed? One can turn you left, one can turn you right. You cannot fly a published missed when cleared for a visual. You have to fly the pattern, because thats what ATC is expecting.
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