When Flying A Turbo-jet How Do You Guys Or Gals Fly A Visual Approach? Is There A Formula Or Precise Guide Lines, Or Do You Just Chop And Drop?

 

??? What kinda glide do you get if you do that too?

 

same way you would in a C172, but with a higher rate of descent usually

I believe it is a 121 reg (know its a Colgan ops spec) that all visual approaches must be flown with some sort of visual guidance (GS, VASI, PAPI) if available

 

The visual is usually backed up by an ILS if there is one. If you have an FMS you can use a simulated glideslope.

 

Its in 91. Large and turbojet aircraft are required to fly the ILS GS when conducting a visual approach, if available. All aircraft are supposed to use the visual GS, if available.

 

Yep, put this airplane on that runway.

Seriously though, 9 times out of 10 you are backing the visual up with an ILS or some other approach (usually a VOR or RNAV) at the very least. I'm not sure why you think you would "chop and drop" a turbojet on a visual approach. Does that work in a 172 or something?

 

A visual approach usually is issued to let ATC off the hook in maintaining required in trail landing restrictions. For example, ATC must keep you 5 miles in trail when landing behing a heavy. If you accept a visual approach, ATC can turn you loose so to speak and the in trail restrictions no longer apply. You must maintain visual contact with the airport and traffic throughout the approach. A visual approach is usually flown using some sort of guidance, but the basics are to put the aircraft on the end of the runway configured and on speed. Additionally, you must remain in Class B airspace at all times throughout the approach. There are times when you will be issued a visual approach with no guidance. It is important to develop skills that will enable you to land without help from FMCs and ILSs. Learning the old school ways of landing and not being dependent on wiz bang toys will make you a better pilot.

 

Visual approaches in the CRJ were kinda tough for me to learn... I could have taken an ILS down to minimums and been more successful! It's all just part of the fun in learning to drive a new bus.

 

The trick is to put your self in a 3-1 situation. 3 mile final at 900 feet, and so on. If your airplane has any sort of Vnav (ish) vertical guidance I would build a 4 mile final and put a crossing restriction at 1200 feet agl. As long as you are configured by that point you are golden.

Click off the autopilot and let the fun begin!!!!!!

 

Gotta agree with calcapt on this one. There are times when you don't have the time to build something fancy into your FMS (like when ATC changes your runway and asks you to keep it in tight). It takes some time to get it right but there are a lot of times where I just click off the AP and FD and fly the RJ just like I would a PA44. Remember all that stuff you learned about downwind, base and final? It still applies in an airplane even though it has jet engines. Just remember to be configured and on speed by the specified altitude (usually 500' or 1000'). If you can see the VASI/PAPIs then you're golden. One of my favorite approaches is coming into the BNA from the north when they are landing on the 2s. Usually if traffic is light they will clear you for the visual when you are on downwind at 6000'MSL. Im sure there are other places in the world that are more picturesque but when it comes to putting an airplane on a runway, I always get a big grin on my face when I do it