7.32. Transition to Landing

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7.32.1. Objective. Safely transition from IMC to VMC to land the aircraft using visual cues.

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7.32.2. Description. Transition to landing begins when visual cues for the runway environment are available. The transition from IMC to VMC is similar to the transition during an ITO, except transition from the instruments to visual cues at the same rate as they appear.

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7.32.3. Procedures. See AFMAN 11-202V3, for detailed guidance.

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7.32.3.1. Maintain instrument glidepath or transition to a visual glidepath for landing. When approaching the DA or Visual Descent Point (VDP), start glancing outside to pick up the runway or approach lighting. Use visual approach slope indicator (VASI) or other visual glidepath guidance when available. Transition to a composite cross-check to gain adequate visual references but be ready to transition back to instruments if weather conditions deteriorate. After the runway is sighted, cross-check visual cues, glidepath lighting, and instruments to ensure that a safe landing is possible. Following the glidepath of a precision approach down through minimums to a landing leads to a touchdown approximately 2,000 feet down the runway.

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7.32.3.2. Ensure adequate visual references (runway environment) are available before starting transition to landing. Some weather phenomena, such as ground fog, may require missed approach even after initially breaking out from IMC to VMC.

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7.32.3.3. Do not correct to visual glidepath with a high sink rate, which may result in a short or hard landing. See AFMAN 11-202V3, for further information on “duck-unders” and landing illusions. Make the proper decision based on current conditions.

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7.32.3.4. Thoroughly review the airport diagram (IAP). Pay particular attention to runway lighting, runway dimensions, runway slope, and charted obstructions.

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7.32.4. Technique.

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7.32.4.1. With the airfield in sight and the decision made to land, the pilot may slow to airspeed commiserate with flaps setting IAW T.O. 1T-6A-1.

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7.32.4.2. If the situation warrants, consider adjusting aimpoint on final to a point nearer the approach end of the runway (up to a normal aimpoint for a visual pattern) to provide more runway available for landing and rollout. Factors to consider include (but are not limited to) total runway length, runway surface condition, visibility, obstacles on final, and ability to maintain a 3-4 degree glidepath that avoids high rates of descent. Normally this technique is used for non-precision approaches.

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