Scootertrash From United States of America, joined Aug 2001, 569 posts, RR: 9
Reply 1, posted (11 years 1 month 5 days ago) and read 3335 times:
One reason is that if we can see the traffic in front of us on the approach, we can assume responsibility for maintaining separation if we are cleared for a visual approach. This way, the controller may not issue a speed restriction slowing us down (or may rescind one already issued) and we can shave a minute or two off our arrival time.
I do this most often on the last leg of a trip or if a hot crew meal is waiting at the station I am arriving at. The need to answer nature's call is another good reason to do everything you can to go fast!
UTA_flyinghigh From Tunisia, joined Oct 2001, 6495 posts, RR: 50
Reply 4, posted (11 years 3 weeks 2 days 16 hours ago) and read 3031 times:
"You may also establish on the ILS if you are unfamiliar to the airport, then once you have the runway/airport in sight, you cancel the approach and fly visual. "
That's exactly the procedure at CMF - pilots follow the ILS for runway 18 then switch to visual on short finals as the ILS is not really aligned with the runway due to positioning restrictions (mountains and lake nearby). So IFR aircraft fly the standard ILS RWY18 approach regardless of wind then either land runway 18 (duh!) or fly runway 36 visually. In that case, it is the F/O that is PF as he/she will be flying the a/c with the approach plate on yoke and executing an right-hand turn just before the city of Chambery.
These were shot in aircraft that had landed runway 36, you can clearly see the pattern followed on the approach plate :
Now I must say that it's more an IGS than an ILS that we have at CMF...it happened a couple of times that pilots were flying full-ILS approaches in Cat. III conditions...and broke through the clouds above the north parking lot (read : spotters' area) and executing a hasty go-around in the process
Fly to live, live to fly - Air France/KLM Flying Blue Platinum, BMI Diamond Club Gold, Emirates Skywards