How do airlines approach at airports?

If the weather is suitable they will typically be cleared for a visual approach. Generally, the procedure would be that first the aircraft is told to expect a visual approach. Then the aircraft is vectored and given descent altitudes until they are approximately lined up. They will then be told they are "cleared for the approach".

Procedures here vary. Most pilots will at least configure their instruments to show the localizer and glideslopes if there's an ILS approach to that runway. Basically, all you have to do is maintain altitude and approach speed until the runway appears to get "too close" to the aircraft. Then establish an appropriate descent speed to keep the runway threshold at the same apparent point on the windshield.

A lot of time and money is saved if visual terrain separation can be maintained. The aircraft can fly much closer to a straight line, rather than having to be delivered to the beginning of an approach.

Note that there is one risk with this approach. If visual contact with the ground is lost, say due to clouds or fog, there is no guaranteed safe way to get out. You cannot execute a missed approach if you are not on an instrument approach. It is unwise to accept a visual approach if there's even a slight chance that visual contact with the ground will not be able to be maintained. It can sometimes be deceptive because even if you can see the ground straight down, you may not be able to see the ground ahead due to the slant distance being greater than your altitude.

Airline pilots regularly take vectors (headings) from air site visitors controllers at busy airports, in certain circumstances all a thanks to the perfect leg. yet even as cleared for a "seen" attitude, the classic site visitors progression is began at 1500 ft agl (above floor element), and contains a oblong flight progression composed of a downwind, a base, and a very last leg. Downwind is frequently performed round 2-3 miles laterally from the airport, the bottom leg turn is made even as the airport is on the airplane's approximate 7-8 o'clock position, and the perfect leg turn is executed so as that the airplane is on very last with wings element round 3 miles from the airport. As on your question about crossing the sea, there is plenty to hide yet suffice it to say that they follow a flight plan which takes the airplane over a diverse song and the overall public of the time is spent monitoring the airplane's position and making position comments, considering a good element of the time they are out of radar contact with ATC and that is the in effortless words way they could shop airplane separated. only a down and dirty summary yet i desire this allows.

JoelKatz is close for a private or business flight. But airliners, depending on the airport, while we can do that at uncrowded fields (i.e. CAK, BMI, IND) have to put up with much bigger crowds.

At ATL, LGA, BOS it is rare to get a visual approach even when the vis is unlimited. This used to happen but my personal opinion is it has something to do with the massive influx of new ATC personnel and they either don't trust us or just want the control.

Visuals are certainly faster and easier to do.

Well said Joel and Warbird.

Adding on, if flying a visual approach, you could use the VASI (Visual Approach Slope Indicator) or PAPI (Precision Approach Path Indicator) to help descending.

In controlled air space its all up to the tower for the big boys, us little people would use VFR after clearance to enter the circuit in a smaller airport. In an international airport you are given vectors

If the weather is VFR they will normally terminate an IFR flight plan as the aircraft is vectored in and land VFR. This saves time and fuel.