Why does ATC assign a visual approach instead of an ILS?

ATC assigns a visual approach when weather and visibility let the pilot continue by outside reference, usually because it shortens the arrival and improves traffic flow. It does not mean the airport lacks an ILS: an IFR aircraft may receive a visual clearance while a working ILS remains available to monitor.

In aviation and real-world flying, a visual approach is still an IFR approach clearance; it does not cancel the flight’s IFR status. Strictly, ATC clears an aircraft for a visual approach rather than choosing which cockpit guidance the crew may monitor.

Why does ATC prefer a visual approach?

ATC prefers a visual approach when it can sequence the aircraft safely without making it fly the complete instrument procedure.

• Shorter routing: ATC may clear an aircraft from downwind or base directly towards the runway instead of vectoring it onto a long ILS final.
• More flexible sequencing: Visual approaches can reduce track miles and let controllers use approved visual-separation procedures when traffic and local rules permit.
• Lower controller workload: Once the required visual reference is established, fewer vectors and altitude instructions may be needed.
• Runway or equipment status: The active runway may have no usable ILS, or the equipment may be unavailable even though another runway has one.
• Pilot’s sighting report: If the pilot reports the airport or relevant preceding aircraft in sight, ATC may use that opportunity to issue a visual clearance.

An ILS is most valuable when cloud, poor visibility or operational requirements make electronic guidance necessary. Our explanation of how ILS lateral and vertical guidance works covers what the instrument procedure provides that an ordinary visual clearance does not.

Clear weather alone is not enough: the pilot must have the required visual reference and be able to keep it. Under FAA procedures, reported weather generally needs a ceiling of at least 1,000 feet and visibility of at least three statute miles before ATC can authorise a visual approach. Other jurisdictions, operators and airports can impose different criteria.

What changes when you accept a visual approach?

Accepting a visual approach keeps the flight under IFR but transfers more of the final approach navigation to the pilot.

• Maintain sight of the airport or the aircraft you were cleared to follow, as applicable.
• Navigate visually, remain clear of cloud as required and avoid terrain and obstacles.
• Follow any explicit ATC restrictions and any published route on a charted visual approach.
• If following traffic, maintain the required interval and account for wake turbulence.
• Obtain a separate landing clearance at a towered airport.

A visual approach therefore does not turn the flight into VFR. For simulator context, our guide explains why an IFR arrival can end visually without becoming a VFR flight.

If visual contact is lost, tell ATC immediately. If the approach becomes unstable, go around and advise the controller; do not automatically fly the missed approach from a loaded ILS unless ATC or a published local procedure directs you to do so.

Can you refuse a visual approach and request the ILS?

A pilot may decline a visual approach whenever the required visual reference is missing or the approach would not be safe or acceptable.

A concise response is unable visual, request ILS runway …. Request it early if possible, particularly at night, near difficult terrain, in glare or haze, or when cockpit workload is already high. Operator procedures may also require an instrument approach under conditions in which ATC could legally offer a visual.

The trade-off may be extra vectors, a longer final or a delay while ATC fits the aircraft into the instrument sequence. The requested ILS must also be available for the active runway.

Can you use the ILS after accepting a visual approach?

A serviceable ILS can usually be tuned and monitored as a backup during a visual approach, provided this complies with the aircraft operator’s procedures.

The localiser helps confirm runway alignment, while the glideslope offers a useful descent reference. It does not change the clearance into an ILS approach, and the pilot must not let an armed approach mode produce a turn or descent that conflicts with ATC instructions, traffic spacing or the intended visual path. Permission to couple the autopilot varies by aircraft and operator.

A mistake we see constantly in simulators is following the needles while neglecting the runway picture and stabilised-approach criteria. Our practical visual-approach technique explains how to manage the circuit, final descent and go-around decision.

Why does simulator ATC select a visual when an ILS is loaded?

Simulator ATC often bases its choice on the active runway, interpreted weather, flight-plan coding and the limitations of its own traffic logic—not merely on the approach loaded in the avionics.

Loading an ILS into the flight-management system does not necessarily request that approach from ATC. Where the simulator permits it, select or request the ILS before descent, verify the active runway and confirm that the procedure exists in the installed navigation data. If the clearance remains visual, it can normally be flown visually while monitoring the correctly tuned ILS.

If ATC repeatedly ignores or rejects the selected procedure, check our fixes for simulator ATC not recognising an ILS approach, including runway, frequency and flight-plan mismatches.