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Visual approach

A visual approach is an air traffic control (ATC) authorization granted to an aircraft on an instrument flight rules (IFR) flight plan, allowing the pilot to navigate visually and remain clear of clouds to the intended landing airport, bypassing the completion of a full instrument approach procedure.^[1] This method relies on the pilot maintaining visual contact with the airport, runway, or preceding aircraft, and it does not constitute a standard instrument approach with predefined missed approach segments.^[1] Internationally, similar definitions apply, such as under European Union Aviation Safety Agency (EASA) regulations, where a visual approach involves executing the descent with visual reference to terrain when part or all of an instrument procedure is not completed.^[2] Visual approaches are authorized to enhance operational efficiency by shortening flight paths, reducing pilot and controller workload, and expediting airport traffic, particularly in visual meteorological conditions (VMC).^[3] Authorization may be initiated by the pilot's request or by ATC, but it requires specific weather minima: a ceiling of at least 500 feet above the minimum vector altitude (MVA) or minimum IFR altitude (MIA), and visibility of at least 3 statute miles, or ATC assurance of suitable conditions at airports without formal weather reporting.^[1] Pilots must report the airport or runway in sight upon acceptance, assume full responsibility for terrain and obstruction avoidance (especially during potential go-arounds), and comply with any issued vectors or traffic advisories.^[1] Controllers ensure separation from other IFR traffic using radar or visual means, provide essential information on weather and traffic, and may cancel the approach if conditions deteriorate or conflicts arise.^[1] At non-towered airports, the clearance is issued to the airport rather than a specific runway, and pilots must select the landing runway visually.^[1] Special limitations include prohibitions on using certain high-performance aircraft as lead for visual separation and requirements for IFR separation during go-arounds until landing or IFR cancellation.^[1] While visual approaches improve throughput, they demand vigilant monitoring to mitigate risks like spatial disorientation or traffic conflicts in marginal visibility.^[3]

Definition and Purpose

Definition

A visual approach is an instrument flight rules (IFR) procedure that authorizes a pilot to proceed to the airport visually and while remaining clear of clouds, provided the airport or the preceding aircraft is in sight.^[4] According to the Federal Aviation Administration's Aeronautical Information Manual (AIM), section 5-4-23, it is defined as "A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the airport."^[4] This authorization is issued by air traffic control (ATC) and applies specifically when visual meteorological conditions (VMC) permit the pilot to maintain visual reference to the terrain.^[4] Central to the visual approach are requirements for continuous visual contact: the pilot must keep the intended runway, airport environment, or a preceding aircraft in sight throughout the maneuver, enabling alignment and descent for landing.^[4] If this visual reference is lost at any point, the pilot is obligated to execute a missed approach procedure, either following the published instrument approach missed approach segment or as directed by ATC.^[4] Unlike visual flight rules (VFR) operations, which allow navigation solely by visual references without ATC sequencing for IFR traffic, the visual approach maintains the aircraft under IFR, ensuring integration with controlled airspace and separation from other IFR arrivals.^[4] This procedure distinguishes itself from full instrument approaches by substituting visual cues for precise instrument guidance once authorized, thereby streamlining operations in suitable conditions while upholding IFR regulatory oversight.^[4]

Purpose and Benefits

The primary purpose of a visual approach is to expedite instrument flight rules (IFR) arrivals in visual meteorological conditions (VMC), allowing pilots to proceed directly to the airport while maintaining visual separation from terrain and other aircraft, thereby reducing delays and increasing airport throughput without requiring the full execution of instrument procedures.^[5] This procedure enables air traffic control (ATC) to issue clearances that bypass more rigid instrument approach paths, facilitating faster sequencing of aircraft in busy airspace.^[6] Key benefits include shorter, more direct flight paths that conserve fuel and minimize time in the air, as pilots can maneuver visually rather than adhering to predefined instrument tracks.^[6] In clear weather, visual approaches reduce pilot workload by relying on direct visual cues for navigation and alignment, enhancing overall situational awareness compared to instrument-only methods.^[6] Additionally, they significantly lower ATC workload by eliminating standard IFR separation requirements, allowing controllers to manage higher traffic volumes efficiently.^[6] At busy airports like Los Angeles International (LAX), visual approaches are employed for noise abatement, directing arriving aircraft over the ocean on specific paths—such as the 45-degree visual approach to runways 24/25—to minimize exposure to populated areas while maintaining operational flow.^[7]

Requirements

Meteorological and Visibility Conditions

A visual approach requires visual meteorological conditions (VMC) at the airport of intended landing to ensure pilots can safely transition from instrument flight rules (IFR) to visual navigation while remaining clear of clouds. According to Federal Aviation Administration (FAA) guidelines, a vector for a visual approach may be initiated if the reported ceiling at the airport of intended landing is at least 500 feet above the minimum vector altitude (MVA) or minimum IFR altitude (MIA), and visibility is at least 3 statute miles (the report may be a PIREP if no weather is reported for the airport).^[8] These minima support basic VFR standards under 14 CFR § 91.155, which specify that aircraft must maintain 500 feet below, 1,000 feet above, and 2,000 feet horizontally from clouds in controlled airspace below 10,000 feet MSL. Runway visual range (RVR) measurements, typically used for low-visibility instrument approaches, do not apply to visual approaches, as they rely on unaided pilot visibility rather than precision guidance systems. Instead, air traffic control (ATC) must confirm that tower visibility supports visual separation of aircraft, allowing controllers to observe arriving and departing traffic with the naked eye or binoculars.^[8] At airports without automated weather reporting, controllers may use pilot reports (PIREPs) or nearby observations to assess conditions, but clearance is withheld if reasonable assurance of VMC cannot be established.^[1] If meteorological conditions deteriorate below these thresholds during the approach—such as a drop in ceiling below 500 feet above MVA/MIA or visibility under 3 miles—ATC must immediately cancel the visual approach clearance and instruct the pilot to revert to an instrument approach procedure.^[8] This reversion ensures continued IFR separation and compliance with published instrument minima, preventing operations in marginal weather that could compromise safety. Pilots must monitor weather continuously and report any loss of required visual references to ATC.^[4]

Pilot and Aircraft Qualifications

To conduct a visual approach, which is an instrument flight rules (IFR) procedure, pilots must hold a current instrument rating as specified in 14 CFR § 61.65, entailing at least 50 hours of pilot-in-command cross-country flight time, 40 hours of actual or simulated instrument time (with at least 15 hours from an authorized instructor), and successful completion of knowledge and practical tests. Additionally, pilots must maintain instrument currency under 14 CFR § 61.57, including six instrument approaches, holding procedures, and intercepting/tracking courses within the preceding six calendar months, as well as a biennial flight review per 14 CFR § 61.56 to ensure proficiency in visual reference maintenance during IFR operations.^[9] No specialized type rating beyond the basic instrument-airplane or instrument-helicopter rating is required for visual approaches.^[10] Aircraft performing visual approaches must be equipped for IFR operations in accordance with 14 CFR § 91.205(d), including gyroscopic rate-of-turn indicator, attitude indicator, heading indicator, sensitive altimeter adjustable for barometric pressure, clock with sweep-second hand, generator or alternator, dual controls if multiengine, and navigation equipment suitable for the route (such as VOR or GPS receivers). Unlike precision approaches, no localizer, glideslope, or instrument landing system (ILS) is mandated, as the procedure relies on pilot visual acquisition of the runway.^[11] The aircraft's cockpit design must permit the pilot to maintain continuous visual contact with the runway environment once sighted, ensuring safe maneuvering without obstruction.^[12] Training for visual approaches emphasizes visual maneuvering skills, such as traffic pattern entries and runway alignment, which are typically introduced early in private pilot certification for light aircraft under visual flight rules (VFR) before advancing to IFR contexts.^[12] This foundational training, outlined in the FAA's Airplane Flying Handbook, builds the ability to transition seamlessly from instrument guidance to visual references while adhering to IFR separation and cloud clearance rules.

Procedure

Obtaining Clearance

Obtaining clearance for a visual approach involves coordination between the pilot and air traffic control (ATC) to ensure safe transition from instrument flight rules (IFR) to visual navigation. ATC authorization is typically granted by air route traffic control centers (ARTCCs), terminal approach controls, or airport towers, either upon pilot request or at the controller's initiative when conditions permit. The clearance phraseology includes the aircraft's call sign, the instruction "cleared visual approach," the assigned runway number at towered airports, and any relevant traffic advisories to maintain separation from other aircraft.^[1]^[4] Prerequisites for issuing the clearance emphasize operational safety and visibility. The aircraft must be positioned by ATC on a course toward the airport, suitable for transitioning to visual navigation while remaining under IFR. Additionally, the reported ceiling must be at least 500 feet above the minimum vector altitude (MVA) or minimum IFR altitude (MIA) with visibility of 3 statute miles or greater, or ATC must have reasonable assurance of these conditions through weather reports, pilot reports, or other means; the airport or preceding aircraft must be in sight from the cockpit.^[1]^[4]^[13] The communication protocol requires clear, standardized exchanges to confirm mutual understanding. Upon receiving the clearance, the pilot acknowledges by repeating the call sign, "cleared visual approach," and the assigned runway (e.g., "Cleared visual, runway 27"), while reporting the airport or preceding traffic in sight if not already visible to the controller. If the airport is not yet in sight, the pilot must advise ATC immediately, potentially leading to vectors or an alternative approach; this ensures the pilot assumes responsibility for terrain and obstacle avoidance once cleared.^[1]^[4]

Execution and Landing

Upon accepting clearance for a visual approach, the pilot initiates a descent toward the runway using visual references to the airport environment, while maintaining separation from other aircraft through continuous visual scanning. Unlike instrument approach procedures, visual approaches lack published altitudes, step-down fixes, or segmented profiles, allowing the pilot flexibility to adjust the descent rate—typically aiming for stabilization by 500 feet above airport elevation—to achieve a safe landing within the touchdown zone. The pilot remains responsible for terrain and obstruction clearance throughout the descent, as air traffic control (ATC) does not provide vertical separation once the visual approach is authorized.^[4] During alignment, the pilot maneuvers the aircraft laterally to position it on the final approach course, often using navigation aids such as VOR or GPS for supplemental guidance while prioritizing runway visual cues like the threshold or runway lights. If the initial position requires a turn to align with the runway, the pilot may execute a circling maneuver similar to a VFR traffic pattern entry, but must limit deviations to stay within 30 degrees of the runway heading to preserve visual contact and avoid excessive bank angles beyond 30 degrees. The pilot bears full responsibility for see-and-avoid to prevent conflicts with other traffic, including wake turbulence from preceding aircraft, and must report any inability to maintain safe separation to ATC immediately.^[14]^[12] If the runway environment cannot be maintained in sight or conditions become unsuitable for landing—such as due to sudden visibility loss or unstable approach parameters—the pilot must discontinue the approach and execute a missed approach. Since visual approaches have no designated missed approach segment, the pilot climbs straight ahead or follows the last assigned heading, contacts ATC for further instructions, and adheres to the charted missed approach procedure from the associated instrument approach or a standard IFR go-around protocol. At controlled airports, this may involve entering the traffic pattern visually; at uncontrolled fields, the pilot continues IFR until able to land or cancel IFR.^[1]^[4]

Comparisons

Visual vs. Instrument Approach

A visual approach authorizes an aircraft operating under instrument flight rules (IFR) to proceed to the airport visually, relying on the pilot's direct observation of the runway environment rather than instrument guidance.^[1] In contrast, an instrument approach procedure (IAP) is a predefined, standardized path using electronic navigation aids, such as the Instrument Landing System (ILS) for lateral and vertical guidance via localizer and glideslope, or RNAV systems for GPS-based routing along specific waypoints and radials.^[14] Unlike visual approaches, which lack a published missed approach segment and fixed navigation elements, IAPs incorporate detailed segments including initial, intermediate, final, and missed approach phases to ensure obstacle clearance and precision.^[1]^[14] Visual approaches are employed in visual meteorological conditions (VMC), typically when the reported ceiling is at least 1,000 feet above airport elevation and visibility is 3 statute miles or greater, allowing for efficient traffic flow at airports with adequate weather reporting.^[15] Instrument approaches, however, are mandatory in instrument meteorological conditions (IMC) or low-visibility scenarios where VMC criteria are not met, such as ceilings below 1,000 feet or visibility under 3 miles, to enable safe navigation without reliance on external visual references.^[14] For example, an ILS Category I approach permits descent to a decision height of 200 feet above the touchdown zone with runway visual range (RVR) as low as 1,800 feet, providing precision unattainable visually.^[14] The primary advantage of a visual approach lies in its simplicity and speed, reducing procedural delays and fuel consumption by bypassing complex instrument tracking, though it demands continuous pilot vigilance for terrain and traffic avoidance.^[1] Instrument approaches offer greater standardization and safety margins through verified obstacle protection and automated guidance, but they involve higher workload, specialized equipment like glideslope receivers, and longer execution times due to intercepting radials or waypoints.^[14] While visual approaches enhance airport throughput in clear weather, instrument procedures are essential for all-weather operations, with RNAV approaches increasingly providing ILS-like precision minimums via wide-area augmentation system (WAAS) enabled GPS.^[1]^[14]

Visual vs. Contact Approach

A visual approach authorizes an aircraft on an IFR flight plan to proceed to the airport of intended landing while maintaining visual reference to the surface, requiring the pilot to have the airport or the preceding aircraft in sight before acceptance.^[1] In contrast, a contact approach, which must be specifically requested by the pilot and approved by ATC, permits deviation from the published instrument approach procedure under IFR while transitioning to visual navigation using ground references, without the need to have the airport in sight.^[14] This distinction emphasizes the visual approach's reliance on direct sighting of the landing environment from the outset, whereas the contact approach incorporates partial VFR elements for terrain navigation when full visual cues to the runway are unavailable.^[1] Contact approaches are typically used in scenarios where the runway is not yet visible but sufficient ground contact allows safe descent, often at uncontrolled airports or to expedite arrivals without executing a full instrument procedure; they are less common than visual approaches due to the pilot-initiated nature and stricter approval requirements.^[14] Visual approaches, by comparison, are more frequently authorized by ATC to streamline traffic flow when visibility permits airport sighting, such as with ceilings at or above 1,000 feet and visibility of at least 3 statute miles.^[1] Both maintain IFR status until cancellation, but contact approaches apply lower visibility minimums of 1 statute mile while requiring the pilot to remain clear of clouds.^[14] In terms of pilot responsibilities, both approaches demand visual separation and terrain avoidance once initiated, but the contact approach places greater emphasis on the pilot's duty to monitor and maintain separation from the preceding aircraft or traffic using visual cues, as ATC separation is limited to approved standards without guaranteed wake turbulence avoidance.^[1] For visual approaches, the pilot's primary visual task shifts to the runway environment upon sighting, reducing the navigational burden compared to the contact approach's reliance on broader ground references for circuitous routing if needed.^[14]

Safety Considerations

Potential Hazards

Visual approaches, while efficient for traffic flow, introduce several potential hazards that can compromise safety, particularly in instrument flight rules (IFR) environments where pilots transition from instrument reliance to visual references.^[16] One primary risk is runway incursions resulting from misjudged separation between aircraft, as pilots must visually identify and avoid other traffic without the structured guidance of instrument procedures.^[17] NASA Aviation Safety Reporting System (ASRS) data highlights numerous near-miss incidents during visual approaches at high-density airports, where pilots reported difficulty maintaining adequate spacing amid converging traffic.^[6] Another significant hazard is spatial disorientation, especially in marginal visual meteorological conditions (VMC) where visibility is sufficient for the approach but limited enough to degrade external cues.^[18] Pilots may experience illusions that mislead their perception of aircraft attitude or altitude, such as false horizons created by terrain or lighting gradients during descent.^[19] Additionally, distractions from intensive visual scanning for the runway and traffic can lead to altitude deviations, with crews prematurely descending upon accepting the visual clearance without confirming all procedural steps.^[6] The 2023 Aviation International News (AIN) analysis of ASRS reports underscores these risks, noting that most incidents of landing without clearance originated from visual approaches, often exacerbated by the shift in workload from instrument monitoring to unaided visual navigation.^[5] Contributing factors include elevated pilot workload in busy airspace, where simultaneous tasks like traffic avoidance and terrain awareness strain attention resources.^[3] Optical illusions from sloping runways or uneven lighting further compound these issues, potentially causing pilots to misjudge descent profiles.^[20] As of 2025, the Federal Aviation Administration (FAA) issued Safety Alert for Operators (SAFO) 25001, highlighting ongoing risks such as unstable approaches, runway incursions, altitude and route deviations, and runway identification errors, particularly in crowded U.S. airspace.^[21] This alert responds to recent high-profile incidents, including a Southwest Airlines Boeing 737-800 nearly taking off from a taxiway in Orlando in early 2025 and a United Airlines Boeing 777 runway incursion in Honolulu. Additionally, an Australian Transport Safety Bureau (ATSB) investigation in March 2025 examined a flight that descended below the glideslope during an unauthorized transition to a visual approach, underscoring the hazards of inadequate monitoring in multi-crew environments.^[22]^[21]

Mitigation Strategies

Pilots can mitigate risks during visual approaches by maintaining a stabilized descent, ensuring the aircraft is properly configured and on a consistent glide path by 500 feet above airport elevation in visual meteorological conditions (VMC).^[23] This involves adhering to standard operating procedures (SOPs) for airspeed, descent rate, and configuration, while continuously scanning for traffic using a structured checklist to identify potential conflicts, such as runway incursions.^[3] If conditions become uncomfortable—due to factors like low visibility margins or unfamiliar terrain—pilots should decline the approach by advising air traffic control (ATC) with "UNABLE" and request an alternative, exercising their authority under 14 CFR § 91.3.^[3] Frequent cross-checks of the altimeter, including both barometric and radio types, further enhance terrain and obstacle awareness throughout the maneuver.^[12] ATC plays a crucial role in supporting safe visual approaches by providing enhanced advisories on traffic positions, terrain, and runway conditions to bolster pilot situational awareness.^[4] Controllers must authorize the approach and maintain separation until the pilot reports the airport or preceding aircraft in sight, while pilots can request radar vectors if visual navigation proves challenging, ensuring alignment with the runway and avoidance of obstacles.^[3] The 2025 FAA SAFO 25001 reinforces this collaboration, urging ATC to consider pilot workload when issuing vectors, speeds, or altitudes and to enhance communication to prevent on-ground conflicts, while pilots are encouraged to decline clearances that erode safety margins and report issues via voluntary programs like ASRS.^[21] This collaborative communication helps address hazards like mid-air conflicts by prioritizing altitude and vector adjustments in high-density airspace.^[24] Effective training is essential for risk reduction, with recommendations emphasizing simulator sessions that replicate visual maneuvering scenarios, including unstabilized approaches and go-arounds, to build proficiency in decision-making.^[23] Programs should stress the importance of pilots asserting their right to decline unsuitable clearances, fostering an aeronautical decision-making (ADM) culture that prioritizes safety over expediency.^[3] Such training integrates scenario-based exercises drawn from real-world data, like those in FAA Safety Alerts, to prepare crews for dynamic visual environments.^[25]

Regulatory Framework

FAA Guidelines

The Federal Aviation Administration (FAA) regulates visual approaches under Instrument Flight Rules (IFR) primarily through the Aeronautical Information Manual (AIM) and the Air Traffic Control handbook (JO 7110.65), with operational requirements outlined in 14 CFR Part 91. A visual approach authorizes an aircraft on an IFR flight plan to proceed to the airport visually and clear of clouds, provided the pilot has the airport or preceding aircraft in sight and can maintain visual reference.^[4] This procedure is intended to expedite arrivals when weather conditions permit, but it does not relieve pilots of responsibility for terrain and obstacle avoidance.^[1] Under AIM Section 5-4-23, visual approaches may be issued by air traffic control (ATC) at the pilot's request or at the controller's discretion, without requiring a published straight-in instrument approach procedure to the designated runway. The AIM specifies that reported weather at the airport must have a ceiling at or above 1,000 feet and visibility of at least 3 statute miles. Per JO 7110.65 Section 7-4-2, controllers must ensure a ceiling of at least 500 feet above the minimum vectoring altitude (MVA) or minimum IFR altitude (MIA) and visibility of at least 3 statute miles, based on reported or observed weather.^[4]^[1] Additionally, per JO 7110.65 Section 7-4-3, the clearance must specify the airport and runway, and ATC provides separation from other traffic unless the pilot accepts responsibility for maintaining separation from a preceding aircraft in sight. If the pilot loses visual reference, a missed approach must be executed in accordance with the associated instrument procedure or ATC instructions.^[1] Visual approaches do not utilize the decision altitude (DA) or minimum descent altitude (MDA) associated with standard instrument approaches, as they rely on pilot visual acquisition from an earlier point. However, for landing under IFR, 14 CFR § 91.175 requires that required visual references—such as the runway threshold, runway lights, or approach light system—be clearly visible and that flight visibility meets applicable standards.^[26]^[4] Pilots must still comply with basic VFR weather minimums while maintaining IFR status until landing. Enforcement of these guidelines is strict to ensure safety; violations, such as attempting a visual approach in instrument meteorological conditions (IMC) without required visual references or without ATC authorization, constitute operations in violation of IFR rules and can result in FAA certificate action, including suspension or revocation. The FAA emphasizes through Safety Alerts for Operators (SAFOs) that such deviations increase risks of controlled flight into terrain or loss of situational awareness, underscoring the need for pilots to decline visual clearances if conditions are marginal.

International Standards

The International Civil Aviation Organization (ICAO) establishes the foundational global standards for visual approaches in its Procedures for Air Navigation Services – Operations (PANS-OPS), Document 8168, Volume I. A visual approach is characterized as an instrument flight rules (IFR) procedure where an aircraft transitions from IFR to visual flight references within the visual maneuvering area, without necessarily completing the full instrument approach segment. This method requires visual meteorological conditions (VMC), with the pilot maintaining continuous sight of the runway environment or preceding aircraft, and assumes the pilot's primary responsibility for obstacle clearance, terrain avoidance, and safe execution. Minimum visibility for circling elements within visual approaches ranges from 1.9 km for Category A aircraft to 6.5 km for Category E, ensuring adequate external references.^[27] These ICAO provisions are widely adopted internationally, including by the European Union Aviation Safety Agency (EASA), which integrates PANS-OPS criteria into its regulatory framework for visual maneuvering procedures, such as required navigation performance (RNP)-based visual path terminations to enhance structured guidance while preserving pilot accountability. In Europe, however, visual approaches are less frequently utilized compared to instrument procedures, primarily to optimize airport capacity; instrument approaches permit tighter aircraft spacing due to predictable tracks, whereas visual operations demand VFR-like separations that can constrain throughput in high-density environments.^[28] Countries like Canada harmonize closely with ICAO and FAA definitions for visual approaches, operating under VMC requirements. For instrument approaches, the Canadian Aviation Regulations (CARs) include additional low-visibility safeguards, such as approach bans under Section 602.129 if runway visual range (RVR) or ground visibility falls below published minima prior to commencement. Globally, the International Air Transport Association (IATA) endorses visual approaches to improve efficiency and reduce delays in favorable conditions through its Operational Safety Audit (IOSA) program, which mandates operators to document and audit visual procedures; however, it advises enhanced caution, including backup instrument options, in dense airspace to prevent conflicts and unstabilized landings.^[29]^[30]

History and Development

Origins in Early Aviation

In the early days of aviation during the 1920s and 1930s, pilots relied almost exclusively on visual navigation techniques, using landmarks such as roads, rivers, and railways to maintain course while flying low altitudes of 200 to 500 feet above the ground.^[31] Magnetic compasses provided basic orientation, but operations adhered to "see and avoid" principles under visual flight rules (VFR), with minimal structured air traffic control beyond rudimentary visual signals like flags at airports.^[31] The Air Commerce Act of 1926 marked the federal government's initial involvement in regulating air commerce, designating airways and installing early aids like lighted beacons, yet visual methods remained dominant as commercial flying expanded through airmail contracts.^[31] The emergence of instrument flight rules (IFR) in the 1930s began to challenge this visual dominance, driven by advancements in radio technology and the need for all-weather operations. Jimmy Doolittle's groundbreaking "blind" flight on September 24, 1929—the first takeoff, navigation, and landing using solely instruments—demonstrated the feasibility of instrument flying, paving the way for formal IFR development.^[32] Low-frequency radio ranges, introduced in the early 1930s, enabled pilots to follow coded audio signals for en route navigation, while the first instrument landing systems (ILS) prototypes appeared by 1938 at airports like Newark.^[33] The Civil Aeronautics Act of 1938 established the Civil Aeronautics Authority (CAA) to oversee safety and economic regulation, formalizing IFR requirements for scheduled air carriers and necessitating hybrid approaches that blended visual cues with emerging instrument aids in marginal weather.^[34] Following World War II, the rapid growth of radio navigation systems, such as VHF omnidirectional ranges (VOR) deployed in the late 1940s, enhanced IFR capabilities but highlighted the role of visual approaches as a transitional bridge for clear-weather operations under IFR flight plans.^[35] These approaches allowed pilots to deviate from full instrument procedures once visual contact with the airport or preceding traffic was established, reducing reliance on ground-based aids during high-visibility conditions and accommodating the postwar surge in civil aviation.^[31] Precursors to the modern Aeronautical Information Manual (AIM), including the CAA's Airman's Guide and early air traffic control handbooks issued in the 1950s, supported the integration of radio navigation with visual methods, emphasizing pilot responsibility for terrain avoidance and traffic separation.^[36] A key milestone occurred in the 1960s when the newly formed Federal Aviation Administration (FAA), established by the Federal Aviation Act of 1958, formalized visual approaches to manage the jet traffic boom at major airports.^[31] With commercial jets like the Boeing 707 entering service in 1958 and reaching speeds up to 600 mph, air traffic volume more than doubled, straining instrument procedures; visual approaches were adopted as an efficient tool to expedite landings in visual meteorological conditions, authorizing IFR aircraft to proceed visually while maintaining separation standards.^[37] This integration supported the transition to the jet age by balancing safety with capacity, as outlined in FAA air traffic control orders of the era.^[36] Visual approach procedures were further standardized in the initial Air Traffic Control Handbook (JO 7110.65) published in 1973, detailing controller and pilot responsibilities.^[38]

Evolution and Modern Use

In the late 20th century, visual approaches evolved to address environmental concerns, particularly noise abatement. At San Francisco International Airport (SFO), a Nighttime Preferential Runway Use program was implemented in 1988, incorporating visual arrival procedures to route aircraft over water and away from populated areas during late-night hours, thereby reducing community noise exposure.^[39] This marked an early formalized use of charted visual flight procedures (CVFPs), which provide pilots with depicted landmarks, altitudes, and paths to enhance safety while meeting noise mitigation goals at busy airports.^[40] Advancements in navigation technology further refined visual approaches in the early 21st century. By the 2000s, the integration of Global Positioning System (GPS) capabilities allowed for more precise guidance in non-charted visual procedures, enabling pilots to follow RNAV (GPS)-based paths that supplement visual references without full instrument reliance.^[41] This development culminated in the formal introduction of RNAV Visual approaches around 2010, as outlined in FAA Order 8260.55, which combined GPS accuracy with visual sighting requirements to boost airport throughput and efficiency.^[42] In contemporary aviation, visual approaches benefit from enhanced surveillance technologies like Automatic Dependent Surveillance-Broadcast (ADS-B). ADS-B In provides pilots with real-time traffic and weather data directly in the cockpit, improving situational awareness during visual segments and reducing collision risks in high-density airspace.^[43] Safety analyses, including voluntary reports from NASA's Aviation Safety Reporting System (ASRS), have identified common hazards such as runway incursions and altitude deviations in visual operations.^[44] Looking ahead, visual approaches are poised for integration with emerging urban air mobility (UAM) and drone operations, where vision-based systems may support low-altitude landings for electric vertical takeoff and landing (eVTOL) vehicles. However, to accommodate these innovations, stricter visual separation and line-of-sight rules are anticipated to maintain safety amid increased airspace congestion.

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visual approach
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By the start of World War II the automatic radio compass was developed that had a “sense” ability to resolve the 180° ambiguity and an external motorized ...Missing: approaches | Show results with:approaches
[27]
[PDF] The Civil Aeronautics Act of 1938 - SMU Scholar
Until the enactment of the Civil Aeronautics Act, Federal regulation of aviation was very limited and was divided among several different Government agencies.Missing: emergence | Show results with:emergence
[28]
Twenty Years of GPS and Instrument Flight
Feb 24, 2014 · The VOR debuted shortly after World War II as America's standard air navigation system. These ground-based, line-of sight beacons are now ...Missing: visual bridge
[29]
[PDF] FAA HISTORICAL CHRONOLOGY
Positive control on these routes, however, was mandatory only during instrument conditions: during visual flight rule conditions it was provided at the option ...
[30]
[PDF] FAA: A Historical Perspective, 1903-2008 - Chapter 1
In 1956 CAA convened a “jet age” symposium as an initial step toward planning for the introduction of jets in civil operations. It subsequently established ...
[31]
Noise Abatement Procedures | San Francisco International Airport
SFO's Nighttime Preferential Runway Use program, developed in 1988, aims to maximize flights over water and minimize flights over land and populated areas.
[32]
How To Fly a Charted Visual Flight Procedure (CVFP) - Boldmethod
To fly a CVFP, pilots must have a charted visual landmark or the preceding aircraft in sight. According to the FAA's Instrument Procedures Handbook, "ATC will ...
[33]
Resources - Library Contents - FAA - FAASTeam - FAASafety.gov
However, in 2000 a new approach chart format was adopted by the FAA and GPS approaches began to be published in the RNAV (GPS) RWY XX format, using the lateral ...
[34]
[PDF] AERONAUTICAL CHARTING FORUM Instrument Procedures Group
Apr 24, 2012 · In 2010 the FAA issued Order 8260.55 allowing the development of RNAV Visual Flight ... programming a charted visual flight procedure (CVFP) into ...
[35]
Automatic Dependent Surveillance - Broadcast (ADS-B)
Sep 29, 2025 · ADS-B In provides operators of properly equipped aircraft with weather and traffic position information delivered directly to the cockpit.Missing: approaches modern
[36]
ASRS - Aviation Safety Reporting System
ASRS captures confidential reports, analyzes the resulting aviation safety data, and disseminates vital information to the aviation community.Report to ASRS · ASRS Database Online · Requesting ASRS Data · CallbackMissing: visual approaches 2020s training