Visual / Contact / IFR Approach Clearance

[abercrombie]

Hi,

Can a few controllers give me their perspective for clearing an airplane for said approaches? I just want to know what is involved on your end and your requirements for these. I'd like a better understanding of what's going on when I ask for these types of approaches at MF's or Uncontrolled Airports.

Thanks.

[kevenv]

If I clear you for a specific approach I am more than likely applying arrival vs departure separation between you and an a/c on the ground that is waiting to depart. For his part, the clearance will include a clearance canceled time. You are given a specific approach so that I can prove separation.

For a Visual or Contact approach, I am essentially shutting down the airport for you. No departures as I cannot guarantee your track to the airport nor can I prove separation from a departing a/c. There are weather limits associated with both approaches. If I know that the weather is below these limits, you will have to carry out an instrument approach. If you report the field and requested a visual or if you request a contact before I give a non specific approach clx I will, traffic permitting, clear you for your requested approach.

If I clear you for "an approach" I am again shutting down the airport for you. You are required to let me know what approach you will be doing or to request a contact or a visual approach. If you are doing an instrument approach I will probably acknowledge your transmission and send you to the MF. If you request a Contact or Visual, I will reply with (visual/contact) approved. I do not care if you meet the weather requirements at the time of the request. The onus is on you to do whatever you need to do to get to a point where you can carry out your requested approach. I may clear you for an approach 50 miles from the AD while you are at FL210 and approve a visual based on your request.

As mentioned above, a non specific approach clx, as well as a visual or contact approach clx, shuts down the airport. I will do this if there is no traffic to depart, or if I am busy I may use it as a way of metering the traffic to what I can safely handle, ie: keeping traffic on the ground until an arrival lands.

Hope this helps.

[abercrombie]

Thanks.

What are the weather limits exactly for you to issue a visual approach? Also, if the weather is "good," what do you prefer an airplane requests? Just simply a visual or to cancel the IFR and either leave the alerting open or close it out completely? And when an airplane cancels and leaves the Alerting open, what are you responsible for?

[abercrombie]

One more....if i have to execute a missed on a contact approach, am i expected to fly the missed for ANY published IFR approach for that particular runway?

[Pratt X 3]

http://www.tc.gc.ca/eng/civilaviation/p ... 04.htm#9-6

[kevenv]

Thanks.

What are the weather limits exactly for you to issue a visual approach? Also, if the weather is "good," what do you prefer an airplane requests? Just simply a visual or to cancel the IFR and either leave the alerting open or close it out completely? And when an airplane cancels and leaves the Alerting open, what are you responsible for?

Weather limits (cloud base) for a visual approach are different for every airport. If you request a visual and the weather is below what is required I will tell you.

What do I prefer you do? Honestly I don't care. If you are number 1 and want to do a full approach In sever clear weather to an airport with a FSS I will give you what you want. Airplanes behind you shouldn't be a concern. It's my job to make it all work. Is it easier if you cancel? Sure but again, don't feel that you have to. Remember the guy behind you can always cancel IFR and cruise in VFR just as easily as you can.

Canceling IFR and whether or not to close out your alerting service? Again, totally up to you. Some of the local guys that fly around here every day often cancel and close the flight plan and continue on a company note. In this case I remove your "strip" from my board and you no longer exist. If you keep alerting service open and are landing at an airport with FSS, your flight plan will be closed on arrival and I remove your "strip" when you cancel. If there is no FSS, one of two things is required. You close with me on the ground (as in CYCH or CYQI where my frequency is on site) or you call the appropriate FIC (I usually tell you which one) and file an arrival report with them (arriving in CZBF). They then call me and I remove your "strip" from my board.

[abercrombie]

Thanks. The reason i started asking questions is because i was flying into an MF (Ontario) and i asked for a visual because i could see the airport from 40 miles out. The controller told me the weather was just below his limits for a visual, no problem (broken cloud layer) so i requested a contact. He made a comment about how the vis was 15 miles and made it seem like I was asking for a dumb approach given the weather. But I thought it would be easier, i was just planning on going direct the FAF and flying a visual backed up by the ILS. So I said okay, forget the contact i'll just take the IFR.

It made me start thinking more in depth about these types of approaches and why he might have seemed weird about me asking for a contact in those weather conditions, but like i said, he couldn't give me a visual, so I figured a contact was the next best thing. No?

Also, thanks Pratt for the link. I needed to review a couple things.

[kevenv]

Thanks. The reason i started asking questions is because i was flying into an MF (Ontario) and i asked for a visual because i could see the airport from 40 miles out. The controller told me the weather was just below his limits for a visual, no problem (broken cloud layer) so i requested a contact. He made a comment about how the vis was 15 miles and made it seem like I was asking for a dumb approach given the weather. But I thought it would be easier, i was just planning on going direct the FAF and flying a visual backed up by the ILS. So I said okay, forget the contact i'll just take the IFR.

It made me start thinking more in depth about these types of approaches and why he might have seemed weird about me asking for a contact in those weather conditions, but like i said, he couldn't give me a visual, so I figured a contact was the next best thing. No?

Also, thanks Pratt for the link. I needed to review a couple things.

I can't pretend to know what the other guy was thinking. I have no idea why he told you the vis was 15NM. As I said above, I don't care if you meet the requirements for either approach at the time of your request. So long as I have the required limits at the destination AD you will, traffic permitting, get what you want. As an aside it is not unusual for some airlines/charters that fly around here to request a contact when the weather is severe clear at an MF. It makes no difference to me. Both approaches affect me the same way. If I don't have limits for a visual when you make the request I will often in a round about way suggest that a contact app will be approved if you ask.

[abercrombie]

Thanks man. Much appreciated. That does give me a better perspective from your end.