1. Training
2. Local
3. VFR Operations (Class B/C/D)

A. Departing VFR

Note:   Lessons on the VFR traffic circuit (Block 3.7) should be understood before starting this training.

I. Class Delta VFR Operations:  As simple as it gets.

1.       Requirements to operate within the class Delta airspace:  2 way radio communication.

2.       Scenario:

“Hillsboro Tower, Cessna 123AB is VFR departure to the North/South/East/West, ready to go at GA Parking”

“Cessna 123AB, Hillsboro tower, Runway 13 taxi via A A1, Altimeter XXXX”

Note:  As soon as the aircraft is acknowledged, the requirement to operate in the class delta airspace has been met.

“Hillsboro Tower, Cessna 3AB holding short Runway 13”

“Cessna 3AB, Make (right/left) (crosswind/downwind) departure, Wind XXX@XX runway 13, cleared for takeoff; departure to the south (north/west/east) approved. 

3.        Sequence:

a.       Runway-Taxi Via-Altimeter. 

b.      Exit-takeoff clearance-departure approval. 

 

II. Class Charlie VFR Operations.

1.        Requirements to operate within the class Charlie airspace:  2 way radio communication and unique squawk code.

2.       The only thing that has changed from the class Delta is the requirement to issue a unique squawk code.

3.       Scenario:

“Portland Tower, Cessna 123AB is VFR departure to the North/South/East/West, ready to go at GA Parking”

“Cessna 123AB, Squawk XXXX, Runway 10L taxi via A6 A, Altimeter XXXX”

      Note:  Now, in our 1st transmission to the aircraft, we have established 2 way radio communications and assigned the unique squawk code.  All requirements have been met.  The remainder of the exchange HAS NOT CHANGED.

“Portland Tower, Cessna 3AB holding short Runway 10L”

“Cessna 3AB, Make (right/left) (crosswind/downwind) departure, Wind XXX@XX runway 13, cleared for takeoff; departure to the south (north/west/east) approved. 

 

III. Class Bravo VFR Operations.

1. Requirements to operate within the class Bravo airspace:  2 way radio communication,  unique squawk code, and clearance to operate within the Bravo Airspace,

2. The only thing that has changed from the class Charlie is the requirement to issue a verbal clearance to operate within the airspace.

3.  Scenario:

“Seattle Tower, Cessna 123AB is VFR departure to the North/South/East/West, ready to go at GA Parking”

“Cessna 123AB, Cleared to operate in the Seattle Class Bravo Airspace, Maintain VFR at or below XXXX, Squawk XXXX, Altimeter XXXX.  Runway 16L taxi via Bravo”

     Note:  Now, in our 1st transmission to the aircraft, we have established two-way radio communications, assigned the unique squawk code and issued a verbal clearance to operate.  All requirements have been met.  The remainder of the exchange HAS NOT CHANGED

“Seattle Tower, Cessna 123AB holding short Runway 16L”

“Cessna 3AB, Make (right/left) (crosswind/downwind) departure, Wind XXX@XX runway 13, cleared for takeoff; departure to the south (north/west/east) approved. 

                Final thoughts:  Dealing with VFR operations within the class Bravo airspace is a bit more complex than the other airspace types, but that you’ll learn more about at the S1-S2 lvl for the purposes of this training, we’ll keep to the basics.

B. VFR Arrivals.

a. The requirements to operate within a given airspace are the same.

b. Instruct the aircraft to enter a leg of the traffic pattern.

i. “Portland tower, Cessna 123AB 5 miles east of battleground VOR inbound to land”.  Cessna 123AB, Portland Tower, squawk 1601, make left downwind rwy 10L, altimeter XXXX.

c. Once the aircraft is established in the desired leg of the pattern, clear them to land.  If full stop landing is not desired, clear them for the option (described in more detail in section C.c.

C.      VFR Circuit.

a. The requirements to do VFR circuit work are the EXACT SAME as for departures/arrivals dependent on airspace.

b. The clearances for the circuit are as follows:

i. Cessna 123AB make closed (left/right) traffic, runway xxx, report midfield downwind each pass.  Wind-runway-cleared for takeoff.  The aircraft is NOT departing;  so a departure instruction is not necessary.

ii.  Report midfield downwind is especially useful when busy so you know to issue your landing clearance. 

WARNING:  Don’t get tunnel vision on aircraft running circuit.  It’s more than a bit embarrassing to have an IFR arrival go around because you lost situational awareness at your field.

c. Arriving and in pattern VFR aircraft have a number of options available to them:

i. Full stop- A regular landing clearance, aircraft will touch down and exit the runway.

ii. Stop and Go- A/C will touchdown and come to a full stop.  Reconfigure and takeoff again.  Use cautiously, you are giving the aircraft permission to remain stopped on the runway up to 2 minutes. 

iii. Touch and Go- Aircraft will touch down, reconfigure for takeoff and takeoff again without coming to a stop.

iv. Low Approach- Aircraft will make the approach, but will not touch down.

v. “The Option”- Allows aircraft to perform any of the preceding maneuvers.   In circumstances where a certain procedure is not available due to operations (i.e.  2 a/c in pattern, you don’t want to give a stop and go clearance) Cessna123AB, wind XXX@XX rwy 16C cleared for the option, stop and go unavailable.

vi. “Make short Approach”- used to expedite an aircrafts’ base leg to clear the path for other traffic-  i.e. pattern traffic turns base as approach hands off an IFR arrival on a 9 mile final.  Cessna 123AB, Make short approach.

 

Document is courtesy of Gregory Bogosian.