VFR Procedures

In this lesson, we will discuss the often feared world of VFR operations. Believe it or not, once you understand a few rules associated with VFR operations, you'll see VFR Operations are all in all rather simple.

Lets start with VFR operations into, out of, and through Class Bravo and Charlie Airspace.

VFR Departures

There are occasions where VFR aircraft may depart the Bravo/Charlie airspace without being required to contact a departure or approach controller, for example when they will be flying below the floor of the airspace and not receiving any additional radar services. For those aircraft that will be handed off to departure or approach utilize the following procedures...

• Radar Identify - Make sure you radar identify the aircraft using one of the radar identification methods as taught in Radar Identification and Termination

• Vector as needed - What you do in this step is going to greatly depend on the traffic volume that you have going in and out of the airport, as well as the direction for which the aircraft is departing. You can assign any altitude, or heading, in an attempt to sequence VFR aircraft out of the Class Bravo/Charlie Surface Area. You can also use the VFR Departure techniques that you would use if you were a Class Delta tower, such as "(left/right) TURN ON COURSE APPROVED" or "(direction) DEPARTURE APPROVED"

• Cancel Radar Services - This is the part most people have trouble with. You can cancel radar services anytime after they leave the Charlie/Bravo Surface area, however, you must tell them that they are leaving the Bravo Airspace regardless. If they are receiving flight following you would not want to do this until they request a frequency change, or until your workload no longer permits you to provide additional services. Below are some things to remember when canceling Radar Services:

• If you assign the aircraft a HARD Altitude that is not a VFR altitude (such as "Maintain 4000") then when they depart the Class Bravo/Charlie surface area, they must be instructed to "RESUME APPROPRIATE VFR ALTITUDES". This is done when they are leaving the Surface area, because for VFR aircraft, your jurisdiction to assign specific altitudes only extends to the confines of the surface area which you are controlling. This also applies ANYTIME you have an IFR aircraft cancel IFR. Example: "Skyhawk N5204N, Resume Appropriate VFR Altitudes"

• You must also inform them that radar services are terminated, and to Squawk VFR (or 1200). "Skyhawk N5204N, Radar Services Terminated, Squawk VFR."

• If they are receiving flight following, and you are working a Class Charlie field, you may want to tell them to "REMAIN CLEAR OF THE CLASS CHARLIE SURFACE AREA". Bonus points to you if you can figure out why that is specific to the Charlie field. Here's the answer: The VFR Departure from a Bravo was explicitly told, "Cleared OUT of the Class Bravo". However, aircraft departing the Charlie were not cleared "out", so if they have two way radio communications they may re-enter. So you would tell the aircraft to remain clear of the surface area. Note that this is a completely optional statement, and it's up to you whether you choose to utilize it. "Skyhawk N5204N, Remain Clear of the Class Charlie Surface Area"

• Finally, you can tell a VFR departure to squawk VFR (or 1200) and monitor your frequency for traffic advisories. This is a technique used to de-clutter your display. Because the aircraft is already being radar identified, it is perfectly legal to have assign them 1200 anytime they are outside of the Charlie/Bravo Surface Area. You willalso tell them to monitor your frequency for traffic advisories, but do NOT tell them Radar Services Terminated, because Flight Following IS a radar service. Once they request, or your workload no longer permits, you instruct them that radar services are terminated, and to change frequency.

"Skyhawk N5204N, Squawk VFR, monitor my frequency for traffic advisories"

and then....

"Radar Services Terminated, Frequency Change Approved"

Departure Examples

Scenario #1 - You have a Mooney Bravo, N5478W, who was just handed off to you from Tower. You are at a Class Bravo facility. You have a moderate amount of traffic so you are going to issue a vector and assign a hard altitude, but you are still able to provide the flight following that the pilot requested from tower. Here is the excerpt of Communications. You are in red, the pilot is in blue.

"Cincinnati Approach, Mooney N5478W passing 2,600 for 4,500"

"Mooney 5478W, Cincinnati Approach, Good afternoon, Radar Contact. Maintain VFR at 4,000. Westbound departure approved"

"Maintain VFR at 4000, Westbound departure approved, Mooney 78W"

Aircraft is leaving the Bravo Surface Area...

"Mooney 78W, Leaving Cincinnati Bravo Airspace, Resume Appropriate VFR Altitudes, Monitor this frequency for Traffic Advisories, Squawk VFR"

"Resume appropriate VFR altitudes, monitor this frequency, squawk VFR, Mooney 78W"

Then...

"Cincinnati Approach, Mooney 78W, request frequency change."

"Mooney 78W, radar services terminated, frequency change approved"

Scenario #2 - You have a Cessna Skylane, N838OM, who was just handed off to you from Tower. You are at a Class Charlie facility. You have no traffic in the area and the aircraft did not request flight following. Here is the excerpt of Communications. You are in red, the pilot is in blue.

"Lexington Approach, Skylane N8380M passing 1,300 for 3,500"

"Skylane 8380M, Lexington Approach, Good afternoon, Radar Contact. Left turn on course approved"

"Left turn on course approved, Skylane 80M"

The aircraft is approaching the edge of the Charlie surface area

"Skylane 80M, Radar services terminated, squawk VFR, frequency change approved"

"Squawk VFR, frequency change approved, Skylane 80M"

Scenario #3 - You have a Cessna Skyhawk, N5204N, who was just handed off to you from Tower. You are at a Class Charlie facility. You have no traffic in the area and the aircraft requested flight following. Here is the excerpt of Communications. You are in red, the pilot is in blue.

"Evansville Approach, Skyhawk N5204N passing 1,500 for 4,500"

"Skyhawk 5204N, Evansville Approach, Good afternoon, Radar Contact. Right turn on course approved"

"Right turn on course, Skyhawk 04N"

Aircraft approaches edge of Charlie Surface Area...

"Skyhawk 04N, remain clear of the Class Charlie surface area"

"Remain clear of the charlie, Skyhawk 04N"

Then...

"Evansville Approach, Skyhawk 04N request frequency change"

"Skyhawk 04N, Radar services terminated, squawk 1200, frequency change approved"

VFR Arrivals

VFR arrivals involve four steps. Lets assume we have an aircraft that calls up and states that they are inbound to land, full stop, with the current ATIS. Lets look at the steps that are required to handle this operation.

• Assign a squawk code - All aircraft arriving into a Charlie/Bravo airspace shall be assigned a unique beacon code.

• Radar Identify - You must radar identify the aircraft At this point, if you are at a Bravo facility, you must clear them INTO the bravo: "Skyhawk, You're cleared into the Cincinnati Class Bravo". You do not "Clear" an aircraft into a Charlie airspace. Remember, a Charlie requires two way radio communications, as opposed to a Bravo which requires an explicit clearance INTO/OUT OF/THROUGH.

• Vector as needed - If you don't, the aircraft will by default go direct the field. If needed, you can vector to sequence for traffic. Note that you DO NOT tell the aircraft to "Expect vectors for Visual <runway>" nor do you tell the aircraft to report the field in sight. They are VFR they can see the field, and a Visual Approach is an Instrument procedure. Believe it or not, those two things are the most prominent mistakes VATSIM controllers make with regard to VFR aircraft. You simply sequence the aircraft. When sequencing aircraft, remember that in a Charlie it is the PILOT's responsibility to maintain separation from other VFR/IFR Aircraft. At a Bravo it is also part of the controller's responsibility to provide that separation.

• Hand off to Tower - Once the aircraft is between 5-10 miles from the field, you hand the aircraft off to tower. Tower will tell the aircraft which runway to expect as well as issue a pattern entry instruction. With prior coordination the approach controller can issue a pattern entry instruction to the aircraft, but only if previously coordinated with tower. Once the aircraft is handed off to tower, Tower may override the instruction you issued to the pilot. Remember, Tower owns that airspace, which is why they issue the pattern entry instruction.

Arrival Examples

Scenario #1 - A VFR Aircraft is arriving at a Class Charlie Field:

"Lexington Approach, Skyhawk N5204N, is 20 miles to the south, inbound to land, full stop, with Information Whiskey"

"Skyhawk 5204N, Lexington Approach, reset transponder, squawk 3402"

"3402, Skyhawk 04N"

Pilot resets transponder, you observe the change in the data block....

"Skyhawk 04N, radar contact, fly heading 360 for sequencing"

"360 for sequencing, Skyhawk 04N"

Pilot is 10 miles out, all ready to go...

"Skyhawk 04N, Contact Lexington Tower, 119.100"

"119.100, Skyhawk 04N"


Scenario #2 - The same scenario as above except at a Class Bravo Field:

"Cincinnati Approach, Skyhawk N5204N, is 20 miles to the south, inbound to land, full stop, with Information Whiskey"

"Skyhawk 5204N, Cincinnati Approach, reset transponder, squawk 3402"

"3402, Skyhawk 04N"

Pilot resets transponder, you observe the change in the data block....

"Skyhawk 04N, radar contact. You are cleared into the Cincinnati Class Bravo. Fly heading 360 for sequencing"

"360 for sequencing, Skyhawk 04N"

Pilot is 10 miles out, all ready to go...

"Skyhawk 04N, Contact Cincinnati Tower, 118.30"

"118.30, Skyhawk 04N"

Arrivals At Class Delta Fields

If the pilot calls up and states that they are inbound to land at a Class Delta field which underlies a Bravo or Charlie, you would follow the same steps as above, with two exceptions.

• You clear them "THROUGH/INTO" the Class Bravo

• Before handing off to the tower, you inform them that their radar services are terminated, and to squawk VFR (or 1200)

Lets look at the same scenario that we used in the arrivals section, except the pilot will be arriving at Lunken (KLUK)

Scenario #1:

"Cincinnati Approach, Skyhawk N5204N, is 20 miles to the south, inbound to land at Lunken, with Information Whiskey"

"Skyhawk 5204N, Cincinnati Approach, reset transponder, squawk 3402"

"3402, Skyhawk 04N"

Pilot resets transponder, you observe the change in the data block....

"Skyhawk 04N, radar contact. You are cleared through the Cincinnati Class Bravo. Fly heading 010 for sequencing"

"010 for sequencing, Skyhawk 04N"

Pilot is 10 miles out, all ready to go...

"Skyhawk 04N, Radar services terminated, squawk VFR. Contact Lunken Tower, 118.700"

"118.70, Skyhawk 04N"

Transitions

Transitions are the hybrid between the arrivals and the departures. When an aircraft is transitioning through the airspace, they are neither arriving, nor departing, simply flying through. Below are the steps to work a VFR aircraft that is transitioning the Charlie or Bravo Surface Area.

• Assign a squawk code - All aircraft going through the Charlie/Bravo airspace shall be assigned a unique beacon code.

• Radar Identify - You must radar identify the aircraft and, at this point if you are at a Bravo facility, you must clear them THROUGH the Bravo: "Skyhawk 5204N, You are cleared through/into the Cincinnati Class Bravo". You do not "clear" an aircraft into a Charlie. Remember, a Charlie requires only two way radio communications, as opposed to a Bravo which requires an explicit clearance INTO/OUT OF/THROUGH.

• Vector as needed - You can vector aircraft as a way to sequence them, or you can assign additional statements, such as "REMAIN (direction) OF THE FIELD/LANDMARK/RADIAL/ETC"

• Cancel Radar Services - Once they are out of the surface area, you can cancel their radar services. Be sure to use any additional phraseology as stated in the departure section of this lesson.

Flight Following

In this lesson we have referred to something that is known as "Flight Following". You may ask, "What is Flight Following?"

Flight Following is an additional radar service in which you provide traffic calls/advisories to VFR Aircraft. It is done on a workload permitting basis, meaning that if you are too busy for the additional workload, then you are not required to provide it. Simply state, "Unable". You are also responsible for issuing any applicable safety alerts.

There are three steps to providing flight following:

• Radar Identify the aircraft. You DO NOT need to assign a squawk code to provide flight following, but you can if you'd like.

• Issue traffic advisories as you would to an IFR aircraft. If there is no traffic in the immediate vicinity of the aircraft, simply advise the aircraft, "No traffic in your immediate vicinity"

• Don't forget to cancel their radar services at their request, or at your own. Keep in mind that if an aircraft is leaving your positive control area (not the Charlie/Bravo surface area), you would not hand them off to the next approach. Simply cancel their radar services.

TRSA Operations

In essence a TRSA is a class Delta facility with OPTIONAL radar services. The VFR arrival can call up approach for radar services, or they can go directly to tower. A departure can choose to utilize the radar services, or may depart as it would from a Class Delta. For the controller, nothing changes. You would want to treat it as though it was a Class Charlie field, keeping in mind that any arrivals are not required to contact you. If you have a departure, it is the pilot's responsibility to inform the tower that they do not want to participate in the radar services.

VFR-On-Top

The last procedure we are going to talk about is VFR-On-Top.

The Pilot/Controller Glossary (PC/G)

So VFR on top authorizes an IFR aircraft to operate in VFR conditions, and comply with all VFR visibility, cloud, and other requirements. This type of clearance is given only when the pilot requests it. This is usually done when a pilot has to fly through a cloud layer, in order to get to the VMC conditions above it. Since flying through clouds is not allowed by VFR aircraft, the pilot departs IFR, climbs through the clouds, and then maintains VFR.

There are a couple of things to remember in regards to VFR-On-Top procedures:

• Do not use VFR-On-Top in Class Alpha airspace. This is because you must be 100% IFR to operate in Class Alpha Airspace.

• Once the pilot is VFR-On-Top the pilot is responsible for his own separation from other traffic. You only provide traffic advisories and safety alerts as necessary.

• You must tell the pilot the height of the tops (from PIREPS) or that no tops report is available. "CLIMB TO AND REPORT REACHING VFR-ON-TOP, TOPS REPORTED (tops)" OR "NO TOPS REPORTED."

• You must ensure separation from all other traffic until the aircraft reaches VFR-On-Top.

• You must issue alternate instructions in case the aircraft can’t reach VFR-On-Top. "IF NOT ON TOP AT (altitude) MAINTAIN (altitude) AND ADVISE."

• Finally, You must re-clear the aircraft when it reports reaching VFR-On-Top. "MAINTAIN VFR-ON-TOP."

Example

"Skyhawk N5204N, Cincinnati Approach, Climb to and report reaching VFR-on-Top. Tops reported at 4,000. If not on top by 5,000, maintain 5,000 and advise."

"Will report reaching VFR on top, if not on top by 5,000, we'll advise, Skyhawk N5204N"

Aircraft climbs and is VFR-On-Top.....

"Cincinnati Approach, Skyhawk N5204N, is VFR-On-Top"

"Skyhawk N5204N, Maintain VFR-On-Top"

"Wilco, Skyhawk N5204N"

NEXT: Pointouts and Handoffs

PREVIOUS: Vectoring for Visual Approaches

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