hi allcan anyone tell me what the fundamental difference is between a visual and ils approach.if a plane is cleared for a visual approach does the captain and FO still use the Glidescope and localiser to bring the plane into land ?if the weather is clear and visibility is good would ATC prefer ac's to land Visual, is it quicker to bring the plane down via visual approach?i am talkin about your jets i.e 737, 747 etc.

Hey Clayton,I'll chip in. An ILS approach can be made in VFR minima or IFR minima conditions, whereas a Visual approach the pilot in command Must be able to maintain own terrain separation visually at all times during the approach. And yes, he/she can definitely use the ILS for guidance.The advantage of being able to do a visual approach is that you can then deviate as required during the approach and you can descend to below MSA (minimum sector alt) earlier than the initial approach fix. Basically giving the pilot more room to do what he/she wants; less restrictions - but the weather conditions must allow for it.Now if its clear, the tower I work at we prefer for the pilot to just get visual and cancel IFR and proceed visually as it frees up the block of airspace so that our IFR sector can get the next one in or out. I think the pilots prefer that as well, but it all depends on how comfortable the pilot is with the current conditions.Hope its clearer than mud.Cheers.

Clayton Just adding to Daves response! From a Pilots perspective breaking off for a visual join can often save a lot of track miles from flying the full procedure.We also get fed up letting the autopilot do everything and a visual approach gives a bit of hands on flying.Very often it is in order to ask for "vectors to visual" where you are vectored to a point where you can visually land.Peter

ok koolso its not wrong to tune in the ils and then ask for visual approach and bring the plane down using the intruments as reference?

>so its not wrong to tune in the ils and then ask for visual>approach and bring the plane down using the intruments as>reference?Not wrong at all. Speaking strictly of my own observation from the jumpseat, when flying the visual to any runway, the ILS (if available) is always tuned as a backup. If the weather is good and ATC is running visual approaches at the airport of your choice, its common to fly the "visual backed up with the ILS". Usually, ATC asks you to report the field in sight, and when you do, they clear you for the visual approach. In reality, what is really happening is you're flying the ILS with the added benefit of being able to see the runway the whole way down. If you fly the initial portion of the approach as though it were an ILS, establishing on the localizer and descending on the glideslope, then the you're in the perfect position to execute the visual. If instead, you're maneuvering at low altitude while still configuring the jet, you've put yourself in an unfavorable position. Its best to configure early and fly a stabilized approach.Regards,Nick

You can find a good explanation of the Visual Approach on page 5-39 of the "Instrument Procedures Handbook," available for free download from the FAA Web site at:http://av-info.faa.gov/terps/IPH.htmYou may also want to see section 5-4-21 of the Aeronautical Information Manual:http://www.faa.gov/atpubs/AIM/Chap5/aim0504.html#5-4-21(Note that many useful references--although specific to practices in the US, they generally conform to rules and procedures elsewhere in the world--are available at http://www.faa.gov/atpubs/ and http://afs600.faa.gov/srchFolder.asp?Categ...ininghandbook.)As to the practice of tuning an ILS even while flying a visual approach, note:FAR Sec. 91.129 - Operations in Class D airspace(http://www.risingup.com/fars/info/part91-129-FAR.shtml)...(2) A large or turbine-powered airplane approaching to land on a runway served by an instrument landing system (ILS), if the airplane is ILS equipped, shall fly that airplane at an altitude at or above the glide slope between the outer marker (or point of interception of glide slope, if compliance with the applicable distance from cloud criteria requires interception closer in) and the middle marker; and(3) An airplane approaching to land on a runway served by a visual approach slope indicator shall maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing. Paragraphs (e)(2) and (e)(3) of this section do not prohibit normal bracketing maneuvers above or below the glide slope that are conducted for the purpose of remaining on the glide slope. Here's the basic information about visual approaches from the "Instrument Procedures Handbook" referenced above:================================VISUAL APPROACHESWhen it is operationally beneficial, ATC may authorize pilots to conduct a visual approach to the airport in lieu of the published IAP. A pilot or the controller can initiate a visual approach. Before issuing a visual approach clearance, the controller must verify that pilots have the airport, or a preceding aircraft that they are to follow, in sight. In the event pilots have the airport in sight but do not see the aircraft they are to follow, ATC may issue the visual approach clearance but will maintain responsibility for aircraft and wake turbulence separation. Once pilots report the aircraft in sight, they assume the responsibilities for their own separation and wake turbulence avoidance.A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an IAP. Also, there is no missed approach segment. An aircraft unable to complete a visual approach shall be handled as any other go-around and appropriate separation must be provided. A vector for a visual approach may be initiated by ATC if the reported ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA and the visibility is 3 SM or greater. At airports without weather reporting service there must be reasonable assurance (e.g. area weather reports, PIREPs, etc.) that descent and approach to the airport can be made visually, and the pilot must be informed that weather information is not available.The visual approach clearance is issued to expedite the flow of traffic to an airport. It is authorized when the ceiling is reported or expected to be at least 1,000 feet AGL and the visibility is at least 3 SM. Pilots must remain clear of the clouds at all times while conducting a visual approach. At an airport with a control tower, pilots may be cleared to fly a visual approach to one runway while others are conducting VFR or IFR approaches to another parallel, intersecting, or converging runway. Also, when radar service is provided, it is automatically terminated when the controller advises pilots to change to the tower or advisory frequency.CHARTED VISUAL FLIGHT PROCEDURESA charted visual flight procedure (CVFP) may be established at some airports with control towers for environmental or noise considerations, as well as when necessary for the safety and efficiency of air traffic operations. Designed primarily for turbojet aircraft, CVFPs depict prominent landmarks, courses, and recommended altitudes to specific runways. When pilots are flying the Roaring Fork Visual RWY 15 shown in figure 5-30, mountains, rivers, and towns provide guidance to Aspen, Colorado

oh thanks for that and for the last 5 years i thought - wrongly - that a visual approach is looking out your window and looking for landmarks to land, not using your instruments at all!you learn something new everyday!