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40 % of fatal accidents.
Visual approaches at night present a greater risk exposure because of fewer visual cues and a greater potential for visual illusions and spatial disorientation.
Defining a visual approach
The JAR-OPS 1, the U.S. FAA Aeronautical Information Manual (AIM) and the ICAO provide different definitions for visual approaches.
The U.S. FAA AIM definition is proposed as reference for this Briefing Note:
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[A visual approach is] an approach conducted on an instrument flight rules (IFR) flight plan which authorizes the pilot to proceed visually and clear of clouds to the airport;
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The pilot must, at all times, have either the airport or the preceding aircraft in sight;
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The visual approach must be authorized and under the control of the appropriate air traffic control facility; and,
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Reported weather at the airport must be ceiling at or above 1000 ft and visibility 3 miles or greater.
Flying Visual Approaches
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AIRBUS INDUSTRIE
Flight Operations Support
Flying a visual approach at night
Hazards associated with visual approaches and landings at night must be fully understood.
A visual approach at night should be considered only if:
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Weather is suitable for flight under VFR;
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A visual pattern or a published VISUAL approach chart is available and used;
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A pattern altitude is defined; and,
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Flight crew is familiar with airport hazards and obstructions (this includes the availability of active NOTAMs).
At night, when an instrument approach is available (particularly an ILS approach) an instrument approach should be preferred to a visual approach, to reduce the risk of accidents caused by visual illusions.
Visual illusions (e.g., black-hole effect) affect the flight crew vertical and horizontal situational awareness, particularly during the base leg and when turning final.
If a precision approach is not available, selecting an approach supported by a VASI or PAPI (as available) should be the preferred option.
Visual Approach Overview
The following overview provides a generic description of the various phases and techniques involved in a visual approaches.
References:
Visual approaches should be performed with reference to either:
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A published VISUAL approach chart for the intended runway; or,
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The visual approach circuit pattern (altitude, configuration and speed schedule) published in the FCOM or QRH.
Getting to Grips with Approach-and-Landing Accidents Reduction
Terrain awareness:
When selecting or accepting a visual approach at night, flight crew should be aware of the surrounding terrain features and man-made obstacles.
In darkness, an unlighted hillside between a lighted area and the runway threshold may prevent the flight crew from correctly perceiving the rising terrain.
Objective:
The objective of a visual approach is to conduct an approach:
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Using visual references;
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Being stabilized by 500 ft above airfield elevation (or per company SOPs):
-on a nominal 3-degree glide path;
-in the landing configuration;
-at the final approach speed; and,
-with aircraft and crew ready for landing.
If the aircraft is not stabilized at 500 ft above airfield elevation or if the approach becomes unstable when below 500 ft above airfield elevation, a go-around must be initiated.
Use of automated systems:
The use of automated systems (autopilot, flight director, autothrottle/autothrust) should be adapted to the type of visual approach (published approach or pattern) and to the ATC environment (planned navigation or radar vectors).
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