Learn how to fly a visual approach in a flight simulator, including circuit setup, 3° glidepath, PAPI cues, speed control and go-around limits.
To fly a visual approach in a flight simulator, identify the runway, join a sensible circuit or intercept final, descend on a roughly 3° path, stabilise at the aircraft’s target approach speed, use PAPI or VASI lights to check the glidepath, and go around if the approach becomes unstable.
What is a visual approach?
In aviation and real-world flying, a visual approach means completing an approach primarily by external visual reference rather than following instrument guidance to the runway. In formal ATC use, it can still be an IFR clearance: the pilot must have the airport or specified preceding aircraft in sight and maintain the required visual reference.
A VFR aircraft joining the circuit is not necessarily flying an IFR visual approach, although the handling technique is similar. An ILS or localiser may still be monitored as a cross-check when permitted, but it does not replace the visual clearance or responsibility to follow ATC instructions; our explanation of the guidance provided by an ILS and localiser clarifies that distinction.
How do you set up before turning final?
A good visual approach begins with the correct runway, enough distance to lose height normally and a clear plan for the circuit or straight-in join. Check the runway heading, threshold elevation, length, wind, circuit direction, terrain and intended go-around path before descending.
If ATC vectors you towards final, do not descend merely because the runway is visible in the distance. Establish sensible approach geometry first. When joining downwind or base yourself, use the spacing and turn points described in our guide to flying a correctly proportioned traffic pattern.
Configure early enough that flap, landing gear and checklist work do not overwhelm the final approach. Use the target speeds and limitations published for the simulated aircraft; a light piston aircraft and an airliner require very different spacing and configuration schedules.
Visual approach step by step
Use this sequence to build a stable final approach without chasing the runway or forcing the aircraft down.
- Confirm the runway and wind. Match the runway markings and magnetic direction with the runway you were assigned. Note any crosswind or tailwind component before committing to final.
- Choose the approach geometry. Fly a normal circuit or intercept final far enough out to become configured and stable. Avoid an extremely tight base leg that demands a steep turn close to the ground.
- Reduce speed and configure. Extend flap and landing gear in accordance with the aircraft’s procedures. Trim after each meaningful speed or configuration change rather than holding continuous control pressure.
- Turn onto the extended centreline. Look through the turn and account for wind. If the aircraft is about to overshoot final, do not tighten the turn with excessive bank near the ground; discontinue the approach and reposition.
- Establish the glidepath. Aim for roughly 3° unless the runway, aircraft or published procedure calls for something different. Coordinate pitch and power to hold the flight path and target speed.
- Correct for crosswind. Maintain a crab on final, then use the aircraft-appropriate de-crab or wing-low technique before touchdown. Keep the runway centreline fixed rather than following the aircraft’s nose.
- Apply a stable-approach gate. By a predetermined height—commonly 500 ft above ground for visual practice—the aircraft should be configured, on speed, aligned and descending at a controlled rate with only small corrections required.
- Continue or go around. If stable, shift towards the normal landing sight picture and flare technique. If not, add go-around power, control pitch, manage configuration in stages and climb away.
How do you judge the visual glidepath?
A constant-angle approach is indicated by a stable aiming point, appropriate PAPI or VASI indications and a predictable height-versus-distance profile. The runway aiming point should remain almost stationary in the windscreen: if it rises, the projected touchdown point is moving short; if it falls, the aircraft is likely to overshoot it.
For a quick 3° estimate, allow about 300 ft of height above the threshold per nautical mile. At 6 NM, that is roughly 1,800 ft above threshold elevation; at 3 NM, about 900 ft. Add the runway threshold elevation when comparing this with an altimeter showing altitude above mean sea level.
Approximate vertical speed by multiplying groundspeed by five. A groundspeed of 90 kt needs about 450 ft/min, while 140 kt needs about 700 ft/min. These are planning figures, not commands to hold regardless of changing wind or visual cues.
- PAPI: two white and two red lights normally indicate the correct path; more white means high and more red means low.
- VASI: white over red normally means on path, white over white means high and red over red means low.
- No approach lights: use the stationary aiming point, runway perspective and height-distance checks together rather than trusting one cue.
Do not chase the lights with abrupt pitch changes, especially close to the threshold. PAPI and VASI systems are set for a particular approach path and eye position, and they are not a guarantee of obstacle clearance far outside their intended sector. Night approaches also create strong visual illusions over dark or featureless terrain.
Which mistakes spoil a visual approach?
Most failed visual approaches begin with poor energy management or a rushed base-to-final turn rather than the flare itself.
| Symptom | Likely cause | Best correction |
|---|---|---|
| Runway drifts sideways | Wind correction is missing or inconsistent | Use a steady crab and make small heading changes |
| Four white PAPI lights | Aircraft is high | Increase the descent modestly while protecting target speed; go around if a large correction is required |
| Four red PAPI lights | Aircraft is low | Add power and reduce the descent; go around if the proper path is not recovered promptly |
| Speed keeps increasing | Late descent, excess power or delayed configuration | Reconfigure only within limits and abandon the approach rather than forcing the energy off |
| Final turn overshoots | Base leg was too close, fast or downwind | Avoid steepening the bank near the ground; go around and set up again |
| Aircraft floats along the runway | Threshold crossing speed was too high | Stabilise at the correct approach speed before the flare |
Once the approach is stable, the remaining task is the transition to touchdown. Our guidance on speed control, alignment and smoother simulator landings covers that final phase without confusing it with approach setup.
When should you go around?
Go around whenever the runway is lost from view, the aircraft is unstable at the chosen gate, alignment cannot be recovered safely, or the runway becomes occupied. Excessive speed, a large sink rate, repeated PAPI corrections and a steep attempt to regain the centreline are all clear warnings.
Under IFR, a visual approach does not necessarily include an automatic published missed-approach clearance. Advise ATC and follow its instructions; do not blindly fly the missed approach from an unrelated instrument procedure unless instructed or required by the applicable procedure. Simplified simulator ATC may respond poorly, but climbing safely and repositioning is still better than continuing an unsafe approach.
Can you use the autopilot on a visual approach?
Yes, a visual approach may be flown with the autopilot, flight director or manual control if the aircraft procedures and clearance allow it. Heading or track modes can help intercept final, while vertical-speed or flight-path-angle modes can establish a controlled descent.
The pilot must still maintain the required visual reference and manage speed, configuration and traffic separation. Disconnect early enough to become comfortable with the aircraft’s trim and control response; leaving the autopilot engaged until an unfamiliar last-second handover often causes over-control and an unstable flare.