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will clear/vector aircraft to the final at an angle not
greater than 30 degrees unless radar, vertical, or
visual separation is provided during the turn-on. The
purpose of the 30 degree intercept angle is to reduce
the potential for overshoots of the final and to
preclude side-by-side operations with one or both
aircraft in a belly-up configuration during the
turn-on. Once the aircraft are established within
30 degrees of final, or on the final, these operations
may be conducted simultaneously. When the parallel
runways are separated by 4,300 feet or more, or
intersecting/converging runways are in use, ATC
may authorize a visual approach after advising all
aircraft involved that other aircraft are conducting
operations to the other runway. This may be
accomplished through use of the ATIS.
d. Separation Responsibilities. If the pilot has
the airport in sight but cannot see the aircraft to be
followed, ATC may clear the aircraft for a visual
approach; however, ATC retains both separation and
wake vortex separation responsibility. When visually
following a preceding aircraft, acceptance of the
visual approach clearance constitutes acceptance of
pilot responsibility for maintaining a safe approach
interval and adequate wake turbulence separation.
e. A visual approach is not an IAP and therefore
has no missed approach segment. If a go around is
necessary for any reason, aircraft operating at
controlled airports will be issued an appropriate
advisory/clearance/instruction by the tower. At
uncontrolled airports, aircraft are expected to remain
clear of clouds and complete a landing as soon as
possible. If a landing cannot be accomplished, the
aircraft is expected to remain clear of clouds and
contact ATC as soon as possible for further clearance.
Separation from other IFR aircraft will be maintained
under these circumstances.
f. Visual approaches reduce pilot/controller
workload and expedite traffic by shortening flight
paths to the airport. It is the pilot's responsibility to
advise ATC as soon as possible if a visual approach
is not desired.
g. Authorization to conduct a visual approach is an
IFR authorization and does not alter IFR flight plan
AIM Paragraph 5-1-15 , Canceling IFR Flight Plan
h. Radar service is automatically terminated,
without advising the pilot, when the aircraft is
instructed to change to advisory frequency.
5-4-24. Charted Visual Flight Procedure
a. CVFPs are charted visual approaches
established for environmental/noise considerations,
and/or when necessary for the safety and efficiency of
air traffic operations. The approach charts depict
prominent landmarks, courses, and recommended
altitudes to specific runways. CVFPs are designed to
be used primarily for turbojet aircraft.
b. These procedures will be used only at airports
with an operating control tower.
c. Most approach charts will depict some
NAVAID information which is for supplemental
navigational guidance only.
d. Unless indicating a Class B airspace floor, all
depicted altitudes are for noise abatement purposes
and are recommended only. Pilots are not prohibited
from flying other than recommended altitudes if
operational requirements dictate.
e. When landmarks used for navigation are not
visible at night, the approach will be annotated
"PROCEDURE NOT AUTHORIZED AT NIGHT."
f. CVFPs usually begin within 20 flying miles
from the airport.
g. Published weather minimums for CVFPs are
based on minimum vectoring altitudes rather than the
recommended altitudes depicted on charts.
h. CVFPs are not instrument approaches and do
not have missed approach segments.
i. ATC will not issue clearances for CVFPs when
the weather is less than the published minimum.
j. ATC will clear aircraft for a CVFP after the pilot
reports siting a charted landmark or a preceding
Arrival Procedures 5-4-61