What is the difference between a charted visual flight procedure and a contact approach?

A Charted Visual Flight Procedure (CVFP) is a published, charted approach procedure depicting specific landmarks and noise-abatement routing that either ATC or the pilot may initiate; it has no stated visibility minimum but requires the crew to maintain visual contact with charted landmarks. A Contact Approach is an uncharted procedure that only the pilot may request, requires at least 1 statute mile of flight visibility (and reported ground visibility, if reported for the destination, must also be at least 1 statute mile), and must have a published instrument approach at that airport. Both procedures transfer obstacle clearance responsibility to the pilot during the visual segment.

Can ATC offer a contact approach to an air carrier pilot?

No. According to AIM 5-4-23, a Contact Approach may only be initiated by the pilot — ATC is not permitted to offer, suggest, or solicit it. Once the pilot requests a Contact Approach and the required conditions are met (at least 1 SM flight visibility, clear of clouds, and a published instrument approach at the destination), ATC may then approve the clearance.

What weather is required to fly a charted visual flight procedure (CVFP)?

There is no published visibility minimum for a CVFP, but the ceiling must allow the pilot to remain clear of clouds while conducting the approach, and the pilot must maintain continuous visual contact with the landmarks depicted on the CVFP chart. If visual contact with those landmarks is lost at any point, the crew must execute the published missed approach or request an alternate clearance, because obstacle clearance is the pilot's responsibility throughout the visual segment.

Charted Visual Flight Procedures and Contact Approaches for Air Carriers

When weather conditions improve enough to allow visual maneuvering, two specialized instrument approach procedures become available to air carrier pilots: the Charted Visual Flight Procedure (CVFP) and the Contact Approach. Although both rely on the pilot maintaining visual reference to terrain or the airport environment, they differ fundamentally in who may request them, what weather minimums apply, what charted guidance exists, and how obstacle clearance is assured. A thorough understanding of these distinctions is essential for ATP candidates and for safe line operations, because the consequences of confusing the two procedures—or misapplying their weather requirements—can be severe.

This article follows the authoritative guidance of AIM 5-4-23, which addresses CVFPs and Contact Approaches together under the broad umbrella of visual and contact approach procedures. Understanding both procedures in context helps pilots recognize when each is appropriate and where the limits of ATC responsibility end and pilot responsibility begins.

Charted Visual Flight Procedures (CVFPs)

A Charted Visual Flight Procedure is a published approach procedure designed specifically for noise abatement and to expedite traffic flow into high-density terminal areas. CVFPs are developed by the FAA and charted on instrument approach plates, much like any other approach. They typically depict prominent landmarks, visual checkpoints, and a recommended flight path, giving pilots a standardized route to follow while operating visually. Unlike a standard instrument approach, however, the CVFP does not provide the same degree of certified obstacle clearance along the entire route unless the pilot follows the charted course precisely.

Who may use a CVFP?

CVFPs are available to air carrier and other IFR aircraft when operating in visual meteorological conditions. ATC may offer a CVFP clearance, or a pilot may request one. Critically, pilot participation is not mandatory—a crew may decline a CVFP and request a conventional instrument approach if crew workload, weather, or company policy warrants.

Weather requirements for CVFPs

To accept a CVFP clearance, the following conditions must exist:

The ceiling must be at or above the depicted initial altitude on the CVFP chart.
The pilot must maintain visual contact with the charted landmarks or the airport environment throughout the procedure.
There is no published visibility minimum for CVFPs; however, conditions must be such that the charted visual checkpoints remain in sight.

Because there is no separate visibility minimum stated on the chart, some pilots incorrectly assume CVFPs can be flown in any visibility. In practice, if the pilot cannot continuously see the landmarks depicted, the procedure cannot be safely completed and a conventional approach must be flown.

Obstacle clearance responsibility on CVFPs

This is a critical safety point: when flying a CVFP, obstacle clearance is the pilot's responsibility once visual contact with landmarks is established. The FAA provides advisory obstruction data and depictions on the chart, but the charted course is designed assuming the pilot will maintain the depicted altitudes and track the charted landmarks. If visual contact with the landmarks is lost, the pilot must immediately transition to the published missed approach procedure or request an alternative clearance. ATC will not provide terrain separation after the visual segment begins.

Contact Approaches

A Contact Approach is an approach procedure where a pilot operating in IFR conditions is cleared to proceed to the destination airport by visual reference to the surface, provided specific conditions are met. Unlike a CVFP, a Contact Approach is not charted—there is no published plate or depicted course. The pilot navigates visually from the point of the clearance to the runway, which places a significant burden on crew situational awareness and knowledge of the local terrain.

Who may initiate a Contact Approach?

One of the most commonly tested distinctions is that a Contact Approach may be initiated only by the pilot. ATC cannot offer or suggest a Contact Approach. The pilot must specifically request it. Once requested, ATC may approve the clearance if the required conditions are met. This stands in contrast to a CVFP, which ATC may initiate.

Weather requirements for Contact Approaches

The conditions required for a Contact Approach are more specific than those for a CVFP:

The destination airport must have a standard or special instrument approach procedure published for it.
The pilot must have flight visibility of at least 1 statute mile, and if ground visibility is reported for the destination airport, it must also be at least 1 statute mile.
The pilot must be able to operate clear of clouds throughout the contact approach—meaning the aircraft must remain in visual meteorological conditions in the sense of being below and clear of the cloud layer, not necessarily in VMC by all three-element definitions.

It is important to note that 14 CFR 91.157 requires the pilot to have at least 1 statute mile of flight visibility, and if ground visibility is reported for the destination, it must also be at least 1 statute mile. The existing weather does not need to meet full VMC or the published approach minimums—only the 1 SM visibility and clear-of-clouds requirement must be satisfied.

Obstacle clearance on Contact Approaches

As with CVFPs, obstacle clearance during a Contact Approach is the pilot's responsibility. ATC provides separation from other IFR traffic, but once the contact approach is underway, the pilot must maintain terrain and obstacle clearance using visual reference. This makes thorough knowledge of local terrain and obstacles especially important. For air carriers operating under 14 CFR Part 121, company operations specifications and dispatcher concurrence may also factor into whether a contact approach may be accepted—pilots should know their OpSpecs.

Why These Procedures Matter for Air Carriers

CVFPs and Contact Approaches are operationally attractive because they can reduce flight time, lower fuel burn, and accommodate noise abatement routing at busy airports. Busy hubs such as Washington Reagan National (DCA), San Diego International (SAN), and others have published CVFPs specifically because the terrain and traffic environment benefit from a standardized visual routing. For air carriers flying multiple segments per day into these airports, knowing these procedures thoroughly translates directly into operational efficiency.

From a safety standpoint, the transfer of obstacle clearance responsibility to the pilot is the single greatest hazard associated with both procedures. Crew Resource Management (CRM) is particularly important: both pilots should confirm landmark identification, monitor terrain clearance on the EGPWS or terrain display, and brief the missed approach procedure before beginning either a CVFP or Contact Approach. High crew workload during visual segments in night or marginal weather conditions has been a contributing factor in approach-and-landing accidents.

Key Numbers and Rules

CVFP ceiling requirement: At or above the depicted initial altitude on the chart.
CVFP visibility minimum: None published; pilot must maintain visual contact with charted landmarks.
Contact Approach visibility: At least 1 statute mile flight visibility, and reported ground visibility (if reported) must also be at least 1 statute mile.
Contact Approach cloud requirement: Must remain clear of clouds.
Contact Approach initiation: Pilot request only — ATC cannot offer or suggest.
CVFP initiation: ATC may offer, or pilot may request.
Instrument approach requirement for Contact Approach: A published instrument approach must exist for the destination airport.
Obstacle clearance: Pilot's responsibility for both procedures once visual segment begins.
Missed approach: The published missed approach procedure applies; ATC radar vectors may also be provided.

Common Test Traps

Trap 1 — Who can initiate a Contact Approach: Examinees frequently believe ATC can offer a Contact Approach. Remember: only the pilot can request a Contact Approach; ATC may approve but never solicits one.
Trap 2 — Confusing the visibility requirements: CVFPs have no stated visibility minimum; Contact Approaches require at least 1 SM flight visibility (and reported ground visibility, if reported, must also be 1 SM). Do not apply the Contact Approach figure to the CVFP or vice versa.
Trap 3 — Obstacle clearance responsibility: Some candidates assume ATC provides terrain separation throughout. For both procedures, once visual maneuvering begins, obstacle clearance shifts to the pilot—ATC only separates IFR traffic.
Trap 4 — No instrument approach = no Contact Approach: A Contact Approach may only be approved when a published instrument approach exists for the destination. If none is published, the clearance cannot be issued regardless of weather.
Trap 5 — CVFP is not a visual approach: CVFPs are charted, noise-abatement procedures with specific landmark requirements; they are distinct from a standard visual approach (which requires the airport in sight or following preceding traffic). Do not conflate the three approach types on the exam.