For controllers and pilots alike, we depend on the various mechanisms available to reduce separation standards and expedite arrivals and departures in order to make the air traffic control system work efficiently. if we didn’t have access to the variety of visual IFR procedures or the option for VFR flight, the system would quite simply be overwhelmed. Where the breakdowns and inefficiencies occur, can often be attributed to a lack of awareness on the part of pilots or failure to take advantage of our options for combining IFR and VFR flight.
Departures
The cautionary note is to ensure you can safely and legally fly VFR while managing the additional tasks and potential complexities that come with receiving an IFR clearance. There’s also no guarantee of how quickly you may be able to obtain the clearance so you must be thoughtful in your route planning taking steps to avoid any restricted airspace, obstacles and of course, instrument conditions. Some local knowledge goes a long way in determining whether a VFR departure is a viable solution. Talk to the local pilots for some insight on how accommodating the local facilities may be.
If opting for an airborne clearance, do a little research to ensure you are tuned to the best frequency for the facility. There are a number of resources to assist you. Consult the approach chart for your departing airport to obtain the local approach/departure (or air route traffic control center) servicing the airport. Have equipment ready to copy your clearance, and keep in mind that you may not always receive the route filed.
And even when departing IFR, do remember at airports without published instrument departure procedures, you will still need to ensure that you can climb visually to a safe altitude. To determine a safe altitude, consult the Low Altitude En Route Charts (L-charts), a necessary part of your preflight preparation, which will allow you to determine minimum IFR altitudes for obstruction clearance.
If VFR conditions exist once you reach altitude, another option would be to cancel your IFR clearance entirely. You could still opt for VFR flight following if you wish to have ATC resources and services still available.
En Route
If you are interested in the VFR-on-top option, you can simply request a climb to VFR‐on‐top. The ATC clearance will then contain either a top report or a statement that no top report is available, and a request to report reaching VFR‐on‐top. By accepting the VFR-on-top clearance you must:
- Fly at the appropriate VFR cruise altitude
- Comply with basic VFR weather minimums
- Comply with any other IFR rule (minimum altitude, position reporting, communication, course to be flown, etc). You should also advise ATC prior to any altitude change.
Additionally, pilots do have the discretion to combine an IFR and VFR flight plan to mitigate or take advantage of specific weather conditions on departure, arrival or while en-route. In this case you would plan to begin or end your IFR segment at a specific fix.
Approach and landings
When maneuvering for an approach under IFR, you may very well have the option to execute a visual approach which will certainly result in a more efficient arrival. A visual approach is conducted under IFR but authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport or the preceding aircraft in sight. Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. Since this is an IFR clearance, VFR cloud clearance requirements do not apply. Visual approaches may be initiated by ATC at towered airports, but pilots will be expected to indicate when the airport is in sight signifying they are in a position to accept the visual approach clearance. Visual approaches may also be requested by the pilot with the appropriate visual cues and must be requested by the pilot at non-towered facilities.
Pilots operating under IFR, provided they are clear of clouds and have at least 1-mile flight visibility, may request another visual procedure known as a contact approach. In order for a contact approach to be authorized, reported ground visibility must be at least 1 mile and the airport itself must have an instrument approach procedure.
Finally, for pilots operating to a non-towered airport, if VFR conditions exist, it is often more convenient and efficient to cancel IFR and proceed with a normal VFR traffic pattern and arrival. This will allow better blend or adapt to local VFR traffic flow and free up valuable airspace for any awaiting IFR departures. It also eliminates that embarrassing mistake of forgetting to come back to ATC or flight service to cancel your IFR clearance once you’re safely on the ground.
Word of caution
I typically reserve VFR departures with the intent of an IFR pick-up airborne in familiar areas – either my home airport or airports I use frequently where I’m confident airborne clearances can be easily accommodated and where I’m also familiar with terrain. It’s also wise to establish personal minimums for any form of visual request – whether that is a visual approach request or cancelling IFR and proceeding with your VFR arrival.
Take added caution in the additional tasks and unplanned routing that is always possible with airborne clearances.
Safe flying.