8.contact-and-visual-approach. Contact and Visual Approaches
Contact and visual approaches are two abbreviated approach procedures available to pilots operating on an IFR flight plan when weather conditions allow them to navigate to the destination airport using visual references rather than completing a full instrument approach procedure. Although the names sound similar, the two procedures differ significantly in who initiates them, the weather minimums required, and the obstacle clearance responsibilities involved.
Visual Approach
A visual approach is an ATC-authorized IFR procedure that allows a pilot to proceed visually to the airport of intended landing. It is not a published instrument approach procedure and has no missed approach segment. ATC may initiate the clearance, or the pilot may request one, but several conditions must be satisfied:
- Reported ceiling at the destination airport must be at least 1,000 feet AGL.
- Ground visibility must be at least 3 statute miles.
- The pilot must have either the airport in sight or have a preceding aircraft to follow in sight.
- The aircraft must remain clear of clouds throughout the approach.
When a pilot reports the airport in sight, ATC may clear the aircraft for a visual approach. If the clearance is to follow another aircraft, the pilot is responsible for maintaining safe separation and a wake turbulence interval from that traffic. ATC retains responsibility for IFR separation from other IFR traffic and for radar traffic advisories until the aircraft is instructed to contact the tower or, at non-towered airports, the IFR flight plan is closed.
A visual approach clearance does not cancel the IFR flight plan; the flight plan is closed automatically upon landing at a towered airport, or must be closed by the pilot at a non-towered airport via radio or telephone. Standard IFR obstacle clearance is not provided on a visual approach — the pilot assumes responsibility for terrain and obstruction avoidance once the visual approach is accepted.
Contact Approach
A contact approach is a procedure that must be requested by the pilot; ATC cannot initiate or suggest one. It is intended to expedite an arrival when an instrument approach is not necessary but weather is below VFR minimums. To be eligible:
- The pilot must specifically request a contact approach.
- The destination airport must have a standard or special instrument approach procedure published.
- Reported ground visibility at the destination must be at least 1 statute mile.
- The pilot must be able to remain clear of clouds with at least 1 SM flight visibility throughout the approach.
- The aircraft must be operating clear of clouds with the surface in sight.
Unlike the visual approach, a contact approach does not require the pilot to have the airport or preceding traffic in sight at the time of the clearance — only that the aircraft can proceed by visual reference to the surface. This makes the contact approach useful in scattered, broken, or fog conditions where an opening exists below the cloud layer.
ATC will authorize a contact approach only if the destination has a published IAP, the reported visibility is 1 SM or greater, and approval will not delay other IFR traffic. ATC provides standard IFR separation from other IFR aircraft, but the pilot assumes responsibility for obstruction clearance and terrain avoidance during the contact approach.
Key Comparisons
- Initiation: Visual approaches may be initiated by ATC or pilot; contact approaches must be pilot-requested.
- Required weather: Visual — 1,000 ft ceiling, 3 SM visibility. Contact — 1 SM visibility, clear of clouds.
- Airport in sight: Required for visual; not required for contact.
- Published IAP required: Not for visual; yes for contact.
- Obstacle clearance: Pilot responsibility on both.
- Missed approach: Neither has a published missed approach. If the approach cannot be completed, the pilot must advise ATC and request further clearance, typically a climb to a safe altitude and vector for an instrument approach.
Operational Considerations
Both procedures are tools for efficiency, not shortcuts around prudent decision-making. Once a visual or contact approach is accepted, the pilot becomes responsible for navigation, terrain and obstacle avoidance, and traffic separation by visual reference. Pilots should not accept either clearance unless confident the conditions permit a safe descent and landing.
Example: An aircraft is inbound to a Class D airport reporting 1,500 broken, 4 SM visibility in haze. ATC vectors the aircraft until the pilot reports the field in sight, then clears them for the visual approach. The IFR flight plan remains active until landing.
Example: An aircraft is inbound to an airport reporting 2 SM visibility in fog with the surface visible below a thin layer. ATC cannot offer a visual approach (visibility too low) and cannot suggest a contact approach. The pilot, familiar with the area and able to remain clear of clouds with the surface in sight, requests a contact approach. ATC, finding no traffic conflict, approves it. The pilot navigates visually to the airport while ATC maintains IFR separation from other traffic.
Proper use of these procedures requires sound judgment, knowledge of local terrain and obstructions, and a clear understanding of the responsibilities transferred to the pilot upon acceptance.