This document provides definitions and procedures for visual approaches, contact approaches, and circling to land from an instrument approach. It defines a visual approach as approaching visually and clearing clouds to land at an airport. A contact approach allows proceeding visually to the destination airport when clear of clouds with at least 1 mile visibility. Circling to land brings an aircraft into position to land on a runway not aligned with the instrument approach. It provides circling area dimensions and procedures to maintain visual contact with the runway environment while circling to land.

1. •VISUAL APPROACH•
(ICAO) – An approach by an IFR flight with either part or all of the instrument approach
procedure is not completed and the approach is executed in visual reference to terrain.
(USA) – An approach conducted on an IFR flight plan which authorizes the pilot to
proceed visually and clear of clouds to the airport. The pilot must, at all times, have
either the airport or the preceding aircraft in sight. This approach must be authorized and
under the control of the appropriate ATC facility. Reported weather at the airport must be
ceiling at or above 1,000 feet and visibility of 3 miles (4800m) or greater
(FAA/PCA/SVA).
Visual approach may be initiated by ATC. The pilot should advise ATC if it is not desired.
If the pilot reports the preceding aircraft in sight, he is then responsible for separation
and wake turbulence avoidance.
Set the altimeter bug at 500’ AAL. By this altitude the approach should be stabilized.
(USA) Charted Visual Flight Procedure (CVFP):
Unless indicating a Class B airspace floor, all depicted altitudes are for noise
abatement and recommended only.
•CONTACT APPROACH•
(USA only) – May be authorized by the ATC on the IFR flight plan when clear of clouds
with at least 1 mile flight visibility and when there is a reasonable expectation of
continuing to the destination in these conditions (i.e. if you don’t see the airport but
expect you’ll see it for landing). ATC may not initiate the contact approach but only
approve it on pilot’s request (REQUEST CONTACT APPROACH). The pilot is then
responsible for terrain avoidance. ATC will still be responsible for traffic separation.
Contact Approach will be made to an airport having an instrument approach procedure.
For both Visual and Contact Approach radar service is terminated after pilot has been
advised to change to advisory or Tower frequency.
Use this approach, if ever, in a thoroughly familiar airport only!
•CIRCLING TO LAND•
It’s a visual phase of the flight after completing an instrument approach to bring an
aircraft into position for landing on a runway which is not suitably located for a straight-in
approach.
Saudia Circling Minimum is 1000’x4800m AGL. Be careful, in most places the MDA is
lower!!!
Circling Area ( Cat D aircraft): (ICAO) – R=5.28nm unless specified otherwise,
Max speed - 205kt, Max wind – 25kt, Bank angle - 20° average or 3°/sec whichever
requires less bank
Circling Area ( Cat D): (USA) - R=2.3nm, average bank angle 25°. Max IAS–165kt.
Set the altimeter bug at the MDA.
Fly a good stable instrument approach to ensure you are in a good position for circling.
After initial visual contact keep the runway environment (threshold, approach lighting or
other markings identifiable with the runway) in sight while at MDA for circling. Manoeuvre
the shortest path to the base or downwind leg as appropriate. There is no restriction from
passing over the airport or other runways. Standard LEFT turn or specific ATC instruction
must be considered. At uncontrolled airport it may be desirable to fly overhead to
observe the wind and turn indicators and other traffic.
Missed Approach: If the visual reference is lost while circling to land from the
instrument approach, the missed approach specified for that particular procedure
must be followed. It is expected that the pilot will make an initial climbing turn toward
the landing runway and overhead the aerodrome where the pilot will establish the aircraft
climbing on the missed approach track. Different patterns may be required depending on
the aircraft position at the time visual contact was lost.