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Visual Approaches vs Contact Approaches in IFR: What Pilots Actually Need to Know

Two clearances that can feel “almost VFR” while you’re still on an IFR flight plan are the visual approach and the contact approach. Both can save time and simplify the arrival—but they shift responsibilities around in ways that matter a lot when ceilings are low, visibility is marginal, or the terrain/obstacle picture is unforgiving.


Here’s the pilot-focused breakdown: what each clearance really means, what changes (and what doesn’t) in the IFR environment, and how to keep yourself out of the classic traps.



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The big picture: both are IFR procedures (until you cancel)

A visual approach is an IFR authorization to proceed visually to the airport while remaining clear of clouds. Accepting it does not automatically cancel your IFR flight plan—you must tell ATC if you want to cancel IFR and continue VFR.


A contact approach is also flown on an IFR flight plan, but it’s requested by the pilot in lieu of flying a published instrument approach. The pilot takes on major responsibilities for obstacle clearance.


Visual approach: “Proceed visually… but stay IFR and stay clear of clouds”

When ATC can clear you

Controllers generally won’t clear a visual approach unless the airport is reporting ceiling ≥ 1,000 ft and visibility ≥ 3 SM (or there’s reasonable assurance when weather isn’t available). The clearance is predicated on you having the airport or the preceding aircraft in sight and being able to remain clear of clouds.


What you’re responsible for as the pilot

Once cleared for a visual approach, you must:

  • Keep the airport or the traffic you’re following in sight and remain clear of clouds

  • If instructed to follow traffic, establish a safe landing interval and manage wake turbulence from that traffic

  • Speak up immediately if you lose sight, can’t remain clear of clouds, need to climb, or can’t safely continue the visual

  • Understand there is no published missed approach for a visual approach; if you go around you’ll get tower/ATC instructions, but you’re responsible for keeping it safe until you’re back under an ATC clearance


Pilot reality check

A visual approach is often offered to speed things up—shorter vectors, fewer miles, less “procedure.” But in marginal VMC, the “remain clear of clouds” requirement is the make-or-break: thin layers can turn a visual approach into an immediate go-around scenario.


Contact approach: “IFR separation… but you’re on your own for obstacles”

A contact approach is not just “a visual approach with worse weather.” It’s a different animal.


Who initiates it

ATC cannot suggest or initiate a contact approach. It must be specifically requested by the pilot.


Minimum conditions (pilot-side and controller-side)

By requesting a contact approach, you’re indicating you are:

  • Clear of clouds

  • Have at least 1 SM flight visibility

  • Reasonably expect to continue to the destination under those conditions


Controllers may authorize it only if:

  • The reported ground visibility at the destination is at least 1 SM

  • The airport has a published instrument approach procedure (contact approaches aren’t meant to substitute for having no instrument procedures at all)


What you’re responsible for (this is the key)

On a contact approach, the pilot assumes responsibility for obstruction clearance. ATC still provides traffic separation as applicable, but you are choosing to navigate visually (clear of clouds) in conditions that may be below typical visual-approach weather.


You must advise ATC immediately if:

  • You can’t continue the contact approach, or

  • You encounter less than 1 SM flight visibility


Pilot reality check

Contact approaches can be useful when weather is below 1000/3 but still workable for you to remain clear of clouds with adequate visibility—especially at familiar airports with benign terrain. But they can also become a “legalized scud-run” if you’re not careful, because obstacle clearance is now your job.


The practical differences (what changes in your cockpit decision-making)

1) Weather gate

  • Visual approach: generally 1000/3, plus you must have the airport or traffic in sight and remain clear of clouds

  • Contact approach: pilot-requested, clear of clouds, ≥ 1 SM flight visibility, and you must reasonably expect to continue


2) Obstacle/terrain responsibility

  • Visual approach: you’re proceeding visually, but the operational “gotcha” is the go-around—you must remain clear of clouds and keep it safe until you’re re-established under ATC instructions

  • Contact approach: you explicitly assume obstacle clearance during the approach


3) Missed approach expectations

  • Visual approach: no published missed; expect tower/ATC instructions; you’re responsible for safety until you’re back under a clearance

  • Contact approach: not flown like a published IAP; if it’s not working (visibility, clouds, confusion), tell ATC immediately and request another plan


4) IFR cancellation

A visual approach does not make you VFR. If you want to continue VFR, you must cancel IFR with ATC.


Pilot tips: using these tools without getting trapped

  • You can always say “unable.” If you don’t like the setup, request the published RNAV/ILS instead.

  • Brief the go-around like it’s guaranteed. Visual approaches in marginal conditions can unravel fast.

  • Don’t let “clear of clouds” become wishful thinking. That phrase is the real limiter for both procedures.

  • Be extra conservative at night or unfamiliar airports—especially for contact approaches, where you own obstacle clearance.

  • Use available nav guidance even on a visual. Backing up with the final approach course, VNAV, or a localizer can make the difference between “easy” and “unstable.”


Bottom line

  • Visual approach: ATC-cleared IFR procedure in VMC conditions (generally 1000/3), requiring you to keep the airport or traffic in sight and remain clear of clouds; no published missed approach.

  • Contact approach: pilot-requested IFR procedure in lieu of a published IAP, requiring clear of clouds and ≥1 SM visibility—and the pilot assumes obstacle clearance.



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