Procedural separation seems to me to be a bit more safe, as it’s guaranteed separation (different altitudes, assuming the pilots are where they are supposed to procedurally be). Even if the traffic don’t see one another, they won’t come together. Whereas visual separation…..I get it, it’s shifts the w responsibility to the pilot…..but that assumes the pilot has the right traffic, which in a congested area can be iffy. And if the pilot doesn’t have the correct traffic, the potential for coming together is much higher. I like visual separation just fine, but it seems to have less margin for error than procedural separation.
My experience in that airspace flying that specific Route is, granted, one time. But what DCA had me doing seemed to make sense, and the impression I got from the radio comms was it was routine ops by how smooth they had me and the airliners coexisting in the same area, as they worked their traffic. There was never an opportunity given for visual separation, as while I was advised of the two separate airliners maneuvering to land below me, I was never asked to call one in sight. When the second one passed below with no more behind them, the controller gave the instruction to “descend back down to route altitude and remain there” for the duration. Then it was leaving the surface area and a freq change.
My curiosity is, is there any major time saved or any major gain by circling to 33, versus just allowing approach traffic for runway 1, land on 1?