Cleared for the Visual Approach in Marginal Visibility
You are flying a twin-engine turboprop on an IFR flight plan, cleared for a visual approach to Runway 27 at an uncontrolled aerodrome. Reported weather at the aerodrome is wind 260/08, visibility 5,000 m in light rain and mist, cloud broken at 1,200 ft AGL, temperature 12°C, dewpoint 10°C. The aerodrome operates in Class G airspace below 3,000 ft. You are 8 NM final, descending through 2,400 ft, and have the runway in sight. Your company SOP requires a stable approach by 500 ft AGL and a go-around if not stabilised. ATC (approach control) has just handed you off to the aerodrome frequency and terminated radar service. Your first officer notes that the aerodrome has no published instrument approach and that the cloud base is below your company's visual circling minimum of 1,500 ft.
1. As pilot-in-command, what factors determine whether you may continue the visual approach, and what is your decision?
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The key issue is that a visual approach clearance from ATC does not override meteorological minima or company rules. In Class G airspace the pilot retains responsibility for terrain and obstacle clearance and for remaining clear of cloud under VFR; at 2,400 ft descending toward a 1,200 ft cloud base, the aircraft will enter cloud before reaching the runway unless a descent path keeps it clear.
Decision factors:
- Visibility and cloud: 5,000 m visibility in rain/mist with a 1,200 ft broken base means the required flight visibility and cloud separation may not be maintainable on a continuous descent to the threshold. The temperature/dewpoint spread of 2°C indicates a high probability of further reduction in visibility and lowering cloud.
- Company minima: the SOP visual circling minimum of 1,500 ft is not met (cloud base 1,200 ft). Company rules are binding on the pilot.
- No published approach: without an instrument approach there is no protected missed-approach procedure, so a go-around from low level in Class G carries terrain and traffic risk that must be pre-briefed.
- Traffic and radio: radar service has ended; you must self-announce and maintain own separation in Class G.
Decision: discontinue the visual approach and either hold clear of cloud while re-briefing a diversion to an aerodrome with a published approach, or, if the aircraft can remain clear of cloud and the surface in sight at all times, position for a circling visual circuit only if company minima and VFR cloud-clearance criteria can be met. Given the 1,200 ft base versus the 1,500 ft company minimum, the correct call is to go around/diverge and divert. The reasoning, not the recall of a number, is what is tested: ATC clearance is permissive, not protective.
2. What would you include in the passenger and crew briefing if you elect to divert, and why does each item matter operationally?
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A diversion briefing should cover:
- Reason and revised destination: state plainly that weather at the original destination is below company minima, name the diversion aerodrome, and give the expected additional flight time. This manages passenger anxiety and sets expectations.
- Fuel: confirm fuel remaining against the diversion plus reserves; if the diversion is close to the reserve limit, declare a fuel situation early rather than late. Fuel planning is a legal and safety-critical item, not a courtesy.
- Approach type at diversion: brief the expected instrument approach, minima, and missed-approach procedure so the crew shares a common mental model.
- Ground arrangements: notify the operator so handling, customs (if international), and passenger transport can be arranged; this is an operational-procedures task that is often forgotten under workload.
- Cabin secure and sterile flight deck: instruct the cabin crew to prepare for a possible second approach and to keep the flight deck sterile below 10,000 ft.
- ATC and traffic: advise ATC of the diversion and request the appropriate service; in Class G, continue self-announcements.
Each item matters because a diversion compresses decision time and increases workload; un briefed items become errors. The exam tests whether you can sequence operational priorities, not just recite a checklist.