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NFL 2025-1-3459 - New regulations for visual approaches under IFR: What pilots and controllers must observe in future

Last updated on 3 May 2025
With effect from 25 April 2025, the Federal Supervisory Authority for Air Navigation Services (BAF) has published a comprehensively revised regulation for conducting visual approaches under instrument flight rules (IFR). The announcement, published in "Nachrichten für Luftfahrer", defines standardised requirements, procedures and restrictions under which visual approaches are permitted - both at the pilot's initiative and at the suggestion of air traffic control. The new standard ensures that visual approaches can be integrated efficiently and safely into approach operations without jeopardising the traffic situation or violating local restrictions such as noise protection requirements. This is a welcome clarification for many IFR pilots - especially in commercial traffic.

What is a visual approach under IFR?

A Visual Approach In the context of IFR flight operations, a visual approach is an approach in which a published instrument approach procedure is completely or partially dispensed with because the weather conditions and ground visibility permit this. Visual approaches enable a more direct approach path, save time, reduce fuel consumption and relieve the burden on air traffic control - provided they are carried out correctly.

Requirements for the release of a visual approach

The new announcement sets out clear conditions under which an IFR flight may be cleared for a visual approach:

  1. The pilot must have ground visibilityi.e. it must fulfil ground visibility conditions (section 2.1.1).
  2. The main cloud base must be above the height of the start of the initial approach segment, or the aircraft is already below it (section 2.1.2).
  3. Alternatively, the pilot may report during a regular instrument approach that he has visual flight conditions and can safely navigate to the aerodrome (section 2.1.3).

Important: The responsibility for Maintaining freedom from obstacles is fully transferred to the pilot upon release.

Procedure for pilots

A pilot who wishes to perform a visual approach must explicitly request this. Examples of communication:

  • "Request visual approach runway 26" - Visual approach is requested.
  • "Request vectors for visual approach runway 08" - IFR vectors in anticipation of a later visual approach.
  • "Able to accept visual approach runway 14" - Visibility conditions available, approach possible.

As soon as a visual approach is commenced, the pilot is responsible for separation from obstacles. Separation from other aircraft continues to be ensured by air traffic control - unless it is explicitly assigned to the pilot ("maintain own separation").

Procedures for air traffic control

Air traffic control (ATC) can also suggest a visual approach - but only if the weather conditions permit this (cf. main cloud base) and the traffic situation allows it.

If a visual approach with a Runway change on final approach combined, the pilot must be given an individual missed approach procedure. The control centre may also transfer responsibility for separation to a preceding aircraft to the pilot during the day, provided there is visual contact.

Restrictions and noise protection

Despite the positive effects on traffic flow and flexibility, visual approaches are not permitted everywhere. The new regulation provides for Airport-specific restrictions for example, due to noise protection requirements or special operating procedures. Here are a few examples:

  • Frankfurt (EDDF), Cologne (EDDK), Düsseldorf (EDDL), Munich (EDDM) and Bremen (EDDW): Visual approaches are generally not permitted, with a few exceptions.
  • Hamburg (EDDH)staggered requirements according to weight (min. 4-7 NM final approach depending on MTOW).
  • Stuttgart (EDDS)Only visual approaches up to 5.7 tonnes MPW, avoid overflights of residential areas.
  • Berlin Brandenburg (EDDB)Minimum final approach of 6 NM, no descent below 2,000 ft MSL before final approach.

Also Times of day and Navigation failures may make visual approaches necessary or rule them out. In areas with RMZ (Radio Mandatory Zone) no clearance for visual approaches is possible.

What does this mean in practice?

The new requirements bring both advantages and new responsibilities for IFR pilots:

Advantages:

  • Shorter approach routesespecially in good weather conditions
  • Fuel saving and Less workload in the cockpit
  • Smoother traffic flowespecially with low traffic volumes

Challenges:

  • The pilot must at all times Ensure freedom from obstacles.
  • Visual approaches require precise Situational awareness.
  • Noise protection and operating requirements must be observed.
  • Different Local proceedings require careful preparation.

Conclusion: Visual approaches - more flexibility, more responsibility

The revised regulations finally provide clarity on when and how visual approaches may be performed under IFR. They increase flexibility in the approach, give pilots new room for manoeuvre - but also shift responsibility from the controller to the pilot. Visual approaches remain restricted or excluded, particularly at large commercial airports with complex procedures.

Anyone planning visual approaches should familiarise themselves with the new rules and the local particularities - preferably as part of crew training or recurrent checks.

Source references:
NFL (the link requires a subscription to Eisenschmidt)

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