2 Questions - Landing and fuel

**oatsoda021** · 12-27-2002, 10:01 AM

These questions are probably very easy, but being as i am somewhat of a beginner, i need some help. What is the differencce between a visual approach and an ILS approach when the ATC gives you one or the other. I got cleared for a visual in DCA and my glidescope/localizer was being followed. But since at sometimes because due to the cockpit being "tall" i couldnt see the runway until it was too late. What should i do??
Also, how do i know how much fuel to put on board?
Brad

**flyinggriffin** · 12-27-2002, 10:30 AM

A visual approach is issued to a pilot when weather conditions do not justify using an instrument approach. There is basic visibility and cloud ceiling minimums which must be met before the controller can issue this clearance. It gives the controller more flexability to vector planes because collision avoidence is then the pilots responsibility. For all intents and purposes a visual approach is the same as a VFR landing approach to a towered airport, except that when flying a visual approach if you lose sight of the runway because of clouds you fly the missed approach. If you are flying VFR and go in the clouds, you have a problem.

An ILS is one of the instrument approach procedures. There are quite a few different types and break down into precision and non precision. At this point in time the only precision approach is the ILS. The VOR, NDB, localizer, GPS RNAV, LDA, etc. are non precision approaches. A precision approach gives you vertical as well as horizontal guidence. The non precision give you just lateral guidence. The ILS approach allows planes to land in very bad weather conditons, but there isn't that many of them compared to the non precision approaches available.

**flyinggriffin** · 12-27-2002, 10:43 AM

The FAA requires that if you file an IFR flight plan that you have enough fuel to get to your destination, fly to an alternate and have a 45 minute reserve at normal cruse speed.

VFR day is enough fuel for your destination and 30 minutes, night the reserve goes up to 45 minutes.

Note, that most light aircraft can just take on as much fuel as they can hold and still meet weight and balance specs. The big boys have a point of diminishing returns where carrying too much fuel will cause you to burn up more than if you had went with a smaller fuel load. Some folks who fly the heavy iron have spreadsheet programs to calculate fuel burn in the big guys.

**oatsoda021** · 12-27-2002, 12:41 PM

Do you know of any programs to calculate fuel for the 737?

Loeffel · 12-27-2002, 02:59 PM

Take a look in your in-basket!

Carsten (EDDV)

**oatsoda021** · 12-27-2002, 05:31 PM

thanks!!!

**Flying_Scott** · 12-27-2002, 06:13 PM

Hey could you send me the fuel thing also?
Thanks

Regards,
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Loeffel · 12-27-2002, 08:41 PM

No problem,

check your email!

Bye Carsten (EDDV)

**Flying_Scott** · 12-27-2002, 08:51 PM

[font size="1" color="#FF0000"]LAST EDITED ON Dec-27-02 AT 08:53PM (EST)[/font][p]NVM had my privacy settings to high :) thanks!

Regards,
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