All professional pilots are familiar with visual approaches as well as instrument approach procedures, but have you encountered a visual approach that is actually printed on an instrument approach chart? If so, on some occasions, you may actually end up flying in formation with a Boeing or an Airbus.
This happened as we were flying into San Francisco Airport (KSFO) via the DYAMD FIVE (RNAV) ARRIVAL from the RUSME transition. This is a two-page arrival if you are using the FAA STAR Charts. The arrival terminates at the ARCHI Intersection at 7,000 feet for landings on Runways 28L/R, and I was speculating what approach we might receive. Both the ILS 28R and the RNAV Z 28R had an Initial Approach Fix (IAF) that connected to the ARCHI Intersection from the STAR Arrival. I was anticipating landing on Runway 28R as we were parking at Signature Flight Support FBO, which is on the North side of the field nearest to Runway 28R. But the ATIS information tipped us off that the airport was also using the Quiet Bridge Visual Approach to Runways 28L/R. This procedure also has a starting point over ARCHI Intersection.
We were eventually advised to expect the Quiet Bridge Visual to Runway 28R. To assist in flying this approach over the charted visual points, I had the First Officer/SIC add some information to the moving map with our Rockwell Collins FMS. The FMS has a FIX Page that will provide a radial, radius, or abeam points to any fix. We set it up to display the 095-degree radial off the SFO VOR. This provided a visual display of the 275-degree inbound course. We also set a 20-mile radius or circle around the SFO VOR to show the point where we were to intercept the 275-degree course inbound.
This charted visual approach allows Air Traffic Control to use tighter tolerances for airplane separation. We quickly discovered this when we were soon flying in formation with the Airbus airliner to our left, flying the approach to the parallel Runway 28L. (See photo off our left wing). This was a little startling to our passengers, who
obtained a great video of our formation approach and landing. We even had simultaneous landings on Runways 28 Left and Right. There is a cautionary note on the chart indicating “Closely spaced parallel approaches may be in progress to Runway 28L.”
There are multiple types of visual approaches. A standard “visual approach” requires a ceiling of at least 1,000 feet, and 3 statute miles visibility. It also requires that you have the airport in sight, or the preceding traffic for the same runway in sight. A “contact approach” only requires 1 statute mile visibility and an expectation that you can find the airport visually. The airport also requires at least one functioning instrument approach. A contact approach may not be initiated by ATC but rather must be requested by the pilot.
A “charted visual flight procedure” (CVFP) is used at busier airports and provides a framework of visual points with a specific route to be followed. These approaches require an operating control tower, ceiling of at least 500 feet above ATC’s minimum vectoring altitude, and at least 3 statute miles visibility. You do not need to have the airport in sight. ATC will issue a clearance to fly a CVFP after you report a depicted landmark or the preceding aircraft in sight. CVFP Charts are published in both the FAA and Jeppesen Approach Charts, but they are not in your FMS or GPS database, so they cannot be downloaded to the flight plan.
Over the years, I have flown the Harbor Visual Approach to Runway 29 at Portland, Maine, multiple times. In addition to meeting ATC needs and providing noise reduction to residents, this charted visual procedure provides pilots with a scenic view of lighthouses, islands, and the city.
The charted visual approach, North Bay Visual Runway 18, into St. Pete-Clearwater Intl. in Florida has a cautionary note stating, “Procedure not authorized at night.” This is normal when the landmarks used for navigation are not visible at night.
Although I have also flown into Long Beach (Daugherty Field) Airport in California several times, I have never been assigned either of the charted visual approaches: LA River Visual Runway 12 or Arsenal Visual Runway 30. Perhaps I will request one of these procedures the next time I’m in their area.
