Controlling VFR

By Craig Merriman

What is VFR?

VFR means visual flight rules.  When a pilot flies VFR he/she is responsible for the navigation of the airplane, they are also responsible for avoiding other aircraft without assistance from ATC (with some caveats, of course).  This table describes the rules for VFR for the various types of airspace we have in the US.

Basic VFR Weather Minimums
Airspace	Flight Visibility	Distance from Clouds
Class A	Not Applicable	Not Applicable
Class B	3 statute miles	Clear of Clouds
Class C	3 statute miles	500' below 1,000' above 2,000' horizontal
Class D	3 statute miles	500' below 1,000' above 2,000' horizontal
Class E Less than 10,000 feet MSL	3 statute miles	500' below 1,000' above 2,000' horizontal
Class E At or above 10,000 feet MSL	5 statute miles	1,000' below 1,000' above 1 SM horizontal
Class G 1,200 feet or less above the surface (regardless of MSL altitude).
Day, except as provided in section 91.155(b)	1 statute mile	Clear of clouds
Night, except as provided in section 91.155(b)	3 statute miles	500' below 1,000' above 2,000' horizontal
More than 1,200 feet above the surface but less than 10,000 feet MSL.
Day	1 statute mile	500' below 1,000' above 2,000' horizontal
Night	3 statute miles	500' below 1,000' above 2,000' horizontal
More than 1,200 feet above the surface and at or above 10,000 feet MSL.	5 statute miles	1,000' below 1,000' above 1 statute mile horizontal

There is a set of rules associated with each airspace, with regard to ATC services provided to aircraft, both IFR and VFR.  The following table shows what is required by pilots and what ATC services are provided in each airspace, this covers both IFR and VFR.  Class B airspace is the most restrictive because Class B airspace is normally designated around very busy airports.  (Target resolution and visual separation will be discussed later.)

VFR within an airspace
Airspace	ATC Clearance Req'd?	Other Req'ts	ATC Services Provided	Miscellaneous
Class A	N/A	N/A	N/A	VFR is not allowed in Class A airspace.
Class B	YES	Aircraft must establish two-way radio communication with ATC before entering Class B airspace.  This means on the ground or in the air. Aircraft must have an appropriate transponder (one that can transmit altitude information).	Standard IFR services for IFR aircraft. Provide traffic advisories and safety alerts to all aircraft.  Apply merging target procedures as needed. Separate VFR aircraft from VFR and IFR aircraft weighing more than 19,000 pounds and all jets by no less than: 1-1/2 miles laterally, or 500 feet vertically, or Visual separation Separate VFR aircraft from VFR and IFR aircraft weighing 19,000 pounds or less by no less than: Target resolution, or 500 feet vertically, or Visual separation In all the above cases, provide wake turbulence cautions and appropriate wake turbulence spacing. VFR helicopters need not be separated from VFR or IFR helicopters. Traffic advisories and safety alerts shall be issued as appropriate. For airports within the Class B airspace, provide the same services as you would for the primary airport. References: Class B Services: 7110.65 7.9.4 Wake turbulence: 7110.65 5-5-4 and 7110.65 2-1-20.	Try not to vector a VFR airplane if at all possible, you could potentially vector the aircraft into a cloud.  The pilot is responsible for informing you of that situation.  You can issue headings, but be careful.  It's best to use visual references or navaids.  If you need to issue vectors for separation, you can only "suggest" vectors.  i.e. You cannot vector a VFR aircraft without pilot consent. "N452MN, suggest heading 080 for traffic." The NEODD/SWEVEN rule applies for VFR altitudes.  The altitudes are the cardinal altitude plus 500 feet. When issuing an altitude to a VFR aircraft, remember to include "maintain VFR". "N452MN, cleared direct to Dulles, maintain VFR at or below 2500" ATC services for VFR aircraft requesting entry into the Class B airspace is provided on a workload basis.  If you cannot handle the traffic, tell the aircraft to remain outside of the Class B. "N452MN, remain outside of the Washington Class Bravo." What is target resolution, you ask?  It means that the two blips on the radar scope do not touch.  So separation which fits into target resolution can sometimes be very close, possibly less than a mile.  The object is, don't let them hit, pretty simple.
Class C	NO	Aircraft must establish two-way radio communication with ATC before entering Class C airspace.  This means on the ground or in the air. Aircraft should have an operational transponder. Note:  Both of these conditions can be overridden by LOAs. We have no such LOAs in ZDC.	Standard IFR services for IFR aircraft. Provide separation, traffic advisories and safety alerts between IFR and VFR aircraft.  Apply merging target procedures as needed. Provide mandatory traffic advisories and safety alerts between VFR aircraft. Separate VFR aircraft from IFR aircraft using the following: Visual separation, or 500 feet vertically, or Target resolution Provide wake turbulence cautions and appropriate wake turbulence spacing. VFR helicopters (and hot air balloons!) need not be separated from VFR or IFR helicopters. Traffic advisories and safety alerts shall be issued as appropriate. Controlled airports with departing traffic that will penetrate the Class C airspace or airports adjacent to the Class C, will be provided with the same services as you would for the primary airport. References: Class C Services: 7110.65 7.8.4 Wake turbulence: 7110.65 5-5-4 and 7110.65 2-1-20.	When establishing two-way radio communications with you are essentially clearing the aircraft into the Class C, if you use their callsign in the response to their callup. ATC services for VFR aircraft requesting to enter the Class C airspace is provided on a workload basis.  If you cannot handle the traffic, tell the aircraft to remain outside of the Class B. "N452MN, remain outside of the Richmond Class Charlie."
Class D	NO		Safety alerts (i.e.. Low altitude, obstructions) Traffic advisories Limited radar vectoring, only when requested by the pilot. Sequencing of aircraft.
Class E Less than 10,000 feet MSL	NO	N/A	VFR flight following / radar advisories	N/A
At or above 10,000 feet MSL	NO	N/A	VFR flight following / radar advisories	N/A
Class G	NO	N/A	None	N/A

Visual Separation

Visual separation is a technique used by radar controllers (Departure, Approach and Center) to separate aircraft from one another.  For example, you'd like to separate United 123 form the aircraft in front of him, visually. 3 easy steps:

• Tell following aircraft about traffic ahead.
  "UAL123, traffic is a B737 on final for 19R, 5 miles to your 12 O'clock. Report the traffic in sight"
  
  
• Pilot reports aircraft 2 in sight.
  "UAL123 has the traffic."
  
  
• Instruct aircraft 1 to maintain visual separation from the traffic.
  "UAL123, maintain visual separation from that traffic."
  

This does not relieve the controller from having to separate radar targets.  In order to use visual separation, you must have the approved separation (radar or non-radar) before and after you use it.  If it appears that the aircraft involved will violate proper spacing, you must do something about it.  For approach controllers, the above method can be used to separate traffic on the approach to a runway.  In the 3rd "rule", just add, "cleared for the visual runway xx approach"

VFR by position

Note: At each position going down in this list, it is assumed you understand and can handle the responsibilities listed at each position above it.

Clearance Delivery

We will assume that you are new to ATC and delivery is where you are starting out.  Chances are good that you are working at a Class B facility, either Dulles, National or Baltimore (or Andrews).  Each of these airports is surrounded by a 7 mile ring which extends from the ground up to 10,000 feet.   This means that any and all aircraft departing from these airports will be in Class B airspace and will need an ATC clearance to enter the Class B airspace, no exceptions . . .including Air Force One ;-).   IFR clearances are covered elsewhere, we'll take about VFR clearance only.

There are several types of callups you'll get from pilots:

"Delivery, N452MN requesting VFR clearance."
"Delivery, N452MN VFR to the east, ready to taxi with Delta."
"Delivery, N452MN is a type Cessna C152, requesting VFR departure to the southeast at 7500, we have India."

The third callup is the one you really would like to have all the time.  When a plane calls for a VFR clearance, try to get a few pieces of information before you issue the clearance.  You need to know the aircraft type, direction of flight and requested altitude.  You do not need to know a destination airport or have a filed route for VFR departures.  If you have the necessary information, issue the clearance:

"N452MN is cleared for VFR departure to the southeast.  After departure maintain xxxx, squawk yyyy"
    * xxxx being the initial altitude for the aircraft type at the facility you are working.  yyyy is the squawk code that you assigned.

This same clearance applies to helicopters also, don't let the aircraft type throw you.

Another plane calls for VFR departure, this time he has destination which is outside of the Class B airspace.
"Delivery, N452MN requesting VFR clearance to Atlantic City at 11500."

"N452MN is cleared out of the Washington Class Bravo at 11500.  After departure maintain xxxx, squawk yyyy"

The portion of the clearance that says "cleared out of...", can also be replaced with "cleared into..." when the airport is within the limits of the Class B.  For Washington that would be flight from one Class B airport to another. (e.g. Dulles to Baltimore).

After they readback the clearance, or just the squawk code...they are handed off to ground.

If this wasn't enough...Aircraft can file a flight plan that has both IFR and VFR portions.  Issue the clearance for the whatever comes first, controllers down the line can handle the rest.

Ground

There is nothing special about VFR aircraft for the ground controller. Taxi and sequence the planes as you would normally.  Coordinate departures with tower, especially if you have a plane asking for an intersecting departure.  Occasionally a VFR departure will call ground for a clearance.

Tower

Tower, by it's nature, is a visual position.  Most towers do not use (or even have) radar, they use visual methods to identify and to separate aircraft (binoculars and visual references).

VFR Departures

VFR departures are easy to handle, they also offer you a few options.  In the takeoff clearance, you can specify a direction or even a heading to fly.  With all of that in mind, you now have a few aircraft waiting all ready to go.  If you were smart about your sequencing, you've got the prop up front.  You want him first because he'll be up and out of the way faster and will no wake turbulence.  We're departing runway 10 at Baltimore and your VFR prop is heading off to the south with two jets behind him going to Boston.  "N452MN, winds 090 @ 7, runway 10, you cleared for takeoff, on departure turn right heading 180."  As he starts to roll, position the jet, once the prop has turned and is out of the way, your jet can go.  You can even issue a takeoff clearance such as "N452MN, winds 010 @ 10, runway 1, cleared for takeoff, east departure approved."

[ IFR ONLY NOTE: One thing to notice in the departure procedures.  Many will say to fly a particular heading . . . a lot of controllers stop reading after that.  In many cases what follows that is very important.  For example, the CAPITAL5, runway heading, then vectors, right?  Quote from the CAPITAL5: "Fly runway heading or as assigned for radar vectors to filed/assigned route...".   Guess what, as the controller, you can assign almost any heading you'd like to fit your current flow, plan or for traffic.   Don't limit you options, there are many, read the procedures carefully, including any IAPs so you have an idea of what your options are. ]

VFR Arrivals

You've cleared an aircraft to land..."Tower, we're not going to make this, we need to go around".  Here is a place where we make a distinction between VFR and IFR, with respect to phraseology.  What you say here affects what the pilot is allowed to do.  IFR aircraft do not perform go around's, they execute missed approaches, unless they are flying a visual approach.  VFR aircraft on the other hand can only execute a go-around.

IFR: "UAL123, copy missed approach, fly the published procedure"  or "UAL123, copy missed approach, <instructions>".   The instructions can be a verbal reading of the missed approach procedure or issue instructions that you've coordinated with the departure controller ("fly runway heading, climb and maintain 4000, contact Departure").  In either case, the plane is handed off to departure, approach or center...however is the next controller up.  As a side note, when a plane is issued a missed approach, all departures are to be held until the controller you handed off to says that departure may resume.

VFR: "N452MN, go around"

Why the difference?  Telling a pilot to go-around means that they will be put back into the VFR traffic pattern for the airport.  A pilot flying an an instrument approach procedure (IAP) is not in the pattern, technically.  On the IAP there is a section which describes the missed approach procedure (MAP), the pilot, if not told otherwise should execute this procedure.  How do you know if the IFR pilot is flying an instrument or visual approach?   Either the pilot will tell you, or better yet...the approach controller has told you.  A VFR plane executing a go-around will stay with tower and be worked back into the pattern.

Helicopters

Helicopters are always an item of interest and a huge area of confusion for new controllers.  Most helicopters will be VFR or SVFR.  90% of what you do with a helo is exactly the same as you would with a fixed wing aircraft, with a few changes to the phraseology.  The changes are pretty logical though.  Helicopters normally do not to taxi out to a runway to takeoff.  If they are not positioned at a helipad, or are in an area that is not good for taking off, ground should move them out to a good position, such as the intersection of two taxiways (nice visual reference, no confusion).  Takeoff clearances are exactly the same..."Helo 156MN, winds 120 @ 7, from the helipad, cleared for takeoff."   You could leave out "from the helipad".  Also, you may want to tell the pilot which direction you want him to go, for safety and so they don't overfly you arrivals path.  "Coast Guard 1-1-5-8, winds 120 @ 7, from the helipad, cleared for takeoff to the west, remain west of the extended 1L centerline."   You just did a lot in one easy phrase.  You've cleared him for takeoff, gave a direction and told him to stay out of the way . . . and you're basically done with him.  This same thinking can be applied to VFR fixed-wing aircraft.  One other note, if the helicopter is taking off in an area that is close to hazards or buildings, an area not authorized for helo use, things of that nature.  "Departure from <location> will be at your own risk <give a reason>"

Helicopter arrivals...once again, just like a fixed wing plane.  "Helo 156MN, winds 060 @ 10, runway 1, cleared to land", or "Metro 3-1, winds 050 @ 7, cleared to land at the helipad".

Helicopters can and do land on runways, they can also fly in the pattern very nicely.  Don't let the fact that it's a helo throw you.

Working the pattern

A VFR traffic pattern exists around all airports.  There are six legs associated with the traffic pattern:  upwind, crosswind, downwind, base, final and departure.

From the AIM, Section 4-3-2:

Upwind leg:  A flight path parallel to the landing runway in the direction of landing.

Crosswind leg:  A flight path at right angles to the landing runway off its takeoff end.

Downwind leg:  A flight path parallel to the landing runway in the opposite direction of landing.

Base leg:  A flight path at right angles to the landing runway off its approach end and extending from the downwind leg to the intersection of the extended runway centerline.

Final approach:  A flight path in the direction of landing along the extended runway centerline from the base leg to the runway.

Departure leg:  The flight path which begins after takeoff and continues straight ahead along the extended runway centerline. The departure climb continues until reaching a point at least 1/2 mile beyond the departure end of the runway and within 300 feet of the traffic pattern altitude.

..end

Pattern Entry and Exit

Entry: Before entering the pattern the pilto has to request left or right traffic from tower.  Tower will then approve the request or offer the other side, based on traffic conditions.  A pilot in uncontrolled airspace will enter the pattern based on where they are in relation to the pattern when arriving at the airport.  The preferred entry into the pattern is a 45-degree entry abeam the midpoint of the runway on the downwind leg or upwind leg, left traffic is preferred.  The reasoning behind this?  Easier for the pilot, who sits on the left, to see!  Left traffic = left turns.  In controlled airspace, the pilot will be given instructions for pattern entry.

Staying in the pattern: Aircraft remaining the pattern who are not executing an approach, should not penetrate the final approach or departure areas of the pattern.  On the base they will fly past the approach end of the runway and turn onto the upwind leg.

Exit:  Aircraft will fly past the departure end of the runway, once at pattern altitude and clear of the departure area, they will turn 45 degrees left (for left traffic pattern) or right (for right traffic pattern) and exit the pattern.


NOTE: The Airport Operations section of the AIM (Aeronautical Information Manual) goes into great detail on other aspects of the VFR pattern including the use of segmented circles and other traffic pattern indicators.

Also, traffic in the pattern at DCA - Tower is not responsible for keeping planes out of the P-56 area.  That is the responsibility of the pilot.  Tower can inform the pilot that they are getting close.

Departure

In the Class B airspace you must establish radar contact with all aircraft entering the airspace, regardless of their flightplan type.  (Refer to radar training material for discussions on making radar contact.) IFR planes will be handed to the next controller, either a neighboring TRACON or Center, this is dictated by established ZDC SOPs.  VFR aircraft however, have their radar services terminated once they leave the Class Bravo airspace.  "N452MN, you are leaving the Washington Class Bravo. Radar services are terminated, change to advisory frequency is approved. Squawk 1200."  The aircraft may also ask for flight following (see below), if that request is granted, make sure you inform the receiving controller.

Approach

When working Approach at a Class B or Class C airport, all VFR aircraft entering the Class B need an ATC clearance to enter or pass through (this also holds true for IFR aircraft who are flying from uncontrolled airspace into the Class B or C).  Class C only requires that you've made radio contact with an aircraft before they can enter.  Additionally, VFR aircraft landing at a field DO NOT get an instrument approach clearance.  They can be cleared for a visual approach however.  They will directed to or toward the field and given a handoff to tower.  "N452MN, you are cleared direct to the field, maintain VFR at or below 2000".  Once the the plane is about 10 NM from the field, pass them to the tower.  If tower is not available and you are acting as tower a simply put the plane in the pattern, or have them report the field in sight, once it's safe to do so, clear them to land.  The exception to this is a VFR asking for practice ILS approaches.

Center

On center, VFR aircraft operating at uncontrolled or no-towered fields do not have to contact Center for any reason.  They can request flight following / radar advisories.  Aircraft can also depart an uncontrolled field as VFR and pick up their IFR clearance once airborne.  Flight following is discussed below.  Uncontrolled airspace does exist throughout the US, most of this is below 700 or 1200 feet, this changes according to the areas the plane is flying in.

VFR aircraft approaching Class B, Class C or Class D airspace, should

1. Be given a radar handoff to the appropriate controller, or
2. Have radar services terminated, give their position relative to the airspace, the frequency of the controller to contact.

This should be done so that the pilot has enough time to make contact with the next controller and get ATC approval.

Additional Services

Quoting the 7110.65

2-1-1 ATC SERVICE The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic. In addition to its primary function, the ATC system has the capability to provide (with certain limitations) additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. It is recognized that these services cannot be provided in cases in which the provision of services is precluded by the above factors. Consistent with the aforementioned conditions, controllers shall provide additional service procedures to the extent permitted by higher priority duties and other circumstances. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits.

From the Pilot/Controllers Glossary

ADDITIONAL SERVICES Advisory information provided by ATC which includes but is not limited to the following: a. Traffic advisories. b. Vectors, when requested by the pilot, to assist aircraft receiving traffic advisories to avoid observed traffic. c. Altitude deviation information of 300 feet or more from an assigned altitude as observed on a verified (reading correctly) automatic altitude readout (Mode C). d. Advisories that traffic is no longer a factor. e. Weather and chaff information. f. Weather assistance. g. Bird activity information. h. Holding pattern surveillance. Additional services are provided to the extent possible contingent only upon the controllerís capability to fit them into the performance of higher priority duties and on the basis of limitations of the radar, volume of traffic, frequency congestion, and controller workload. The controller has complete discretion for determining if he/she is able to provide or continue to provide a service in a particular case. The controllerís reason not to provide or continue to provide a service in a particular case is not subject to question by the pilot and need not be made known to him/her.

VFR Flight Following

Flight following is a fairly standard service, but this seemed like a good place to put it.  Flight following is also referred to as "radar advisories".  Simply put, flight following provides a VFR pilot with an addition set of eyes in the air.  It is mainly provided as an additional service to pilots outside of the Class B or C airspaces.   It it possible to have flight following the Class B, technically you get that as a minimum inside that airspace regardless.

Flight following is a request made by a pilot.  Since it is a request, you do not have to grant this request.  It is issued on a workload basis.  If you cannot provide this service to the aircraft: "N452MN, unable flight following".  If you can, it will go like this:

"Center, N452MN is 15 miles south of the Brooke VOR eastbound at 5500 and would like flight following (or radar advisories)".

"N452MN, squawk 0612"

"Roger, 0612 in the box "

<pilot sets the code and the controller sees the change, or the pilot IDENTs>

"N452MN is radar contact 13 miles south of Brooke"

From this point, the controller will issue safety alerts and traffic alerts to the pilot.  The controller would not necessarily be required to issue traffic pointouts, the pilot is still in (or better be in) "see and avoid" mode.

This service can be terminated by the controller based on workload or airspace limitations and can also be terminated by the pilot.  It cannot be terminated inside the Class B or Class C airspaces.

VFR-on-top

VFR-on-top can be requested by a pilot on an IFR plan, the controller cannot offer this to the pilot.  VFR-on-top cannot be requested by a pilot operating on a VFR plan.  The simple reason being...the aircraft will have to climb through clouds to achieve VFR-on-top.

"Center, N452MN, we'd like to climb up and fly VFR-on-top"

As with many topics in ATC there are a number of options available to the controller.

"N452MN, cloud tops reported at 7000.  VFR-on-top at or above (below/between) <altitude higher than 7000>, advise if unable"
"N452MN, no tops reported.  Climb to and report reaching VFR-on-top, if unable <instructions>"

Once the aircraft reports VFR-on-top, reclear the aircraft:
"N452MN, maintain VFR-on-top"

Special VFR (SVFR)

Special VFR could be a topic all on it's own.  It is VFR in weather that really isn't...VFR.  On VATSIM, it is rare that a pilot will request Special VFR, but it's worth talking about for completeness.   Special VFR is requested by the pilot, not by ATC.  Certain airports do not allow SVFR operation, helicopters can almost always operate in SVFR conditions.  Special VFR does not mean that the pilot gets priority handling, some folks see the word "special" and think that's their ticket to faster ATC service  [or they use the callsign "A1" and think the same <g>]

SVFR is allowed only within the lateral boundaries of Class B, Class C, Class D or Class E surface areas below 10,000 feet.  It is based on the conditions at the aircraft's destination/departure airport.  It is also allowed when weather reports are not available at the airports in question and the pilot reports that he cannot maintain VFR and request SVFR from the controller.  It is also allowed when the primary airport is reporting VFR conditions and the pilot cannot maintain VFR inside the Class B, C or D airspaces.

"Approach, N452MN is having trouble maintaining VFR right now, we're requesting Special VFR to Dulles"


Separate SVFR from aircraft from other aircraft as you would for any VFR aircraft.

It is more common to see a helicopter file for SVFR than a fixed-wing aircraft.  Helos are able to operate in lower visibility and are able to maneuver around clouds easier.

NOTE: SVFR is NOT authorized at Baltimore (BWI) or Washington-National (DCA).

Contact Approaches

NOTE:  This type of approach applies to IFR aircraft only.  It does have a visual component, that's why it's here.

A contact approach is an unusual approach sometimes requested by pilots landing at a satellite or uncontrolled field.  It is an approach that allows the pilot to make a visual approach in weather conditions that are below visual approach minima.   Because of what this type of approach implies, it's best not to authorize a contact approach at a primary or potentially busy airport (ex: BWI, DCA, IAD, RDU, ORF), you'll see why shortly.

A contact approach must be requested by the pilot, not offered by ATC.  Before requesting a contact approach, the pilot must indicate that they have the weather report for the airport they are landing at.  ATC must also verify that the airport is reporting at least 1SM of visibility.  Additionally, the airport the pilot is landing at must have at least one published instrument approach...why?

The conditions at the airport are what was reported in the METAR, the weather could have changed, either to the better or worse.  If the conditions had worsened there is no way possible that the pilot could execute a visual approach, they then must fly one of the published instrument approaches.  Which instrument approach?  That's up to the pilot.  This means that by allowing a pilot to execute a contact approach, you have to now hold any departures or arrivals until the aircraft has either safely landed or called off the approach.  Now you can see why this is a bad idea at a busy airport.

Once cleared for the contact approach, the pilot is then responsible for avoiding obstacles such as towers, clouds and ... the ground.

"N452MN, cleared contact approach at or below 3500, if unable climb and maintain 7000 and advise" ... and good luck... ;-)