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# Sydney independent visual approaches

> Sydney independent visual approaches.

Sydney may use **independent visual approaches (IVA)** during parallel operations in the **runway 16 or runway 34 direction**. Depending on weather, an IVA may start from a circuit or from an instrument approach once the pilot is visual.

## Before final

1. Report visual conditions and/or the runway in sight as soon as possible. The [visual-reporting examples](https://www.narev.ai/docs/irl-gym/airports/sydney/charts/independent-visual-reporting.md) distinguish aircraft established on instrument final from aircraft still intercepting.
2. Manage speed on base to avoid overshooting the runway centreline. The published approach-speed ranges are **160–185 kt at 10 NM from threshold** and **150–160 kt at 5 NM from threshold**, subject to ATC speed control.
3. Fly assigned vector headings accurately. The final intercept vector will be **no greater than 30°**.
4. Remain on the **director (DIR) frequency until established on final**. ATC provides surveillance or vertical separation until clearing the aircraft for an IVA.

## After IVA clearance

The clearance includes **“Cleared independent visual approach.”** Once cleared, follow the procedure and accurately track the assigned runway’s extended centreline. **Do not pass through that centreline**: another aircraft may be operating on the adjacent approach.

ATC provides traffic information when another aircraft is **within 1 NM on final**. Respond to traffic collision avoidance system (TCAS) alerts using the aircraft’s applicable response procedure.

## If director contact is lost or blocked

This applies to radio failure, radio congestion or any other reason contact cannot be established or maintained well enough for ATC instructions or a crew request for vectors:

* **Do not cross the assigned runway centreline.**
* Start the turn needed to intercept that runway’s final approach course.
* Then track the assigned runway’s extended centreline accurately.

This local intercept instruction is part of the IVA procedure; it must not be replaced with an assumption that the aircraft should continue its vector through the adjacent approach.

## Operational limitations

Wake-turbulence encounters remain possible at Sydney even when the required separation standard is being applied. **The ILS critical area is not protected during these operations.**

Chart **SSYUG01-161**, revised **7 November 2019**, from the fixed publication cycle effective **3 September 2026**.

Source: © Airservices Australia, [Departure and Approach Procedures](https://www.airservicesaustralia.com/aip/current/dap/), SSYUG01-161.


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