Although SERA determines when a flight schedule is required (for example, SERA.5005(c) for night VFR flights that leave the vicinity of an aerodrome), it is important to note that it does not prescribe the means by which a flight plan must be submitted. In this regard, there are no changes to the current guidelines of the UK Flight Planning Guide (CAP 694) or the UK AIP (although these guidelines are currently being revised). For example, abbreviated/airborne flight schedules continue to apply in certain circumstances, a “paper” flight plan is not always required, and SERA has no control over how a flight plan can be submitted. You can read more details on how the Cap 694 guidelines continue to apply, as well as indications on where CAP 694 is likely to go to better reflect SERA content. Weather conditions that meet the minimum requirements for VFR flight are called visual weather conditions (VMCs). If not met, the conditions are considered instrument weather conditions (IMC), and a flight can only be performed in accordance with the IFRs. IFR operations have specific training requirements and certifications required of the pilot, as well as increased equipment requirements for the aircraft. In addition, an IFR flight schedule must usually be submitted in advance. [Citation needed] For reasons of operational efficiency, some atC operations will regularly provide pop-up IFR authorizations for aircraft operating VFRs but arriving at an airport that does not meet the requirements of the VMC. In the United States, for example, California`s airports of Oakland (KOAK), Monterey (KMRY) and Santa Ana (KSNA) regularly grant temporary IFR authorization when an instrument with low coastal clouds approaches, while the rest of the state is still subject to visual flight rules.
[Citation needed] Will be the implementation of ICAO Annex 2 (Rules of the Air) and parts of Annex 3 (meteorology), Annex 10 (communication procedures), Annex 11 (air traffic services) and document 4444 (PANS-ATM) into law. Pilots, air traffic controllers, flight information services, airport operators and any other person involved in the operation of aircraft must understand the rules. VFRs require a pilot to be able to see outside the cockpit, control the altitude of the aircraft, navigate and avoid obstacles and other aircraft. [3] Government agencies establish specific requirements for VFR flights, including minimum visibility and distance from clouds, to ensure that aircraft operating under VFR are visible at a sufficient distance to ensure safety. Sera (Reg (EU) No 923/2012, as amended by Regulation (EU) 2016/1185 and the Aviation Safety Regulations 2021 (amendment)) applies to any aircraft operating in Uk airspace, regardless of its type or country of registration. Please note that references to EU regulations on this website refer to rules that have been maintained and amended in UK national law under the European Union Withdrawal Act 2018. As these rules do not cover all aspects of the rules of the air, the UK maintains complementary rules that complement SERA, allow routine operations such as night VFR flights and grant exemptions to SERA requirements. The United Kingdom publishes its supplementary rules in the form of The Rules of the Air Regulations 2015. They entered into force on 30 April 2015 and are supported by general authorisations and derogations that preserve as far as possible some of the operational flexibilities of the past. The Air Navigation Regulation focuses on SERA.
We publish a consolidation of the Air Navigation Ordinance, Air Regulation Rules and other laws in CAP393 Air Navigation: Order and Regulations. The rules of the air are reflected in the UK Aeronautical Information Publication and the accompanying Aeronautical Information Circulars, which are available here. The VFR pilot must “see and avoid” obstacles and other aircraft. Pilots flying vfr assume responsibility for their separation from all other aircraft and are generally not assigned routes or altitudes by Air Traffic Control (ATC). Depending on the category of airspace in which the flight will be conducted, it may be necessary for VFR aircraft to have a transponder that assists air traffic control in identifying the aircraft on radar so that ATC can separate IFR aircraft. [Citation needed] In visual weather conditions, the minimum visibility range, cloud distance or cloud clearance requirements that must be maintained above ground vary by jurisdiction and may also vary depending on the airspace in which the aircraft operates. [4] VFR flights are not permitted in the airspace known as Class A, regardless of weather conditions, except in the event of a failure of two-way radio communications or in the event of a declared emergency, such as VFR traffic, which attempts to avoid extreme weather formations. In the United States, Class A airspace is measured by flight levels and starts at FL180 to FL600, or about 18,000 to 60,000 feet, measured with a standard pressure altimeter (29.92 inHg, 1013 mbar). An exception to IFRs flying in this airspace is the occasional approval of gliders in certain wave windows that can be opened by air traffic control when high-altitude flights are to be made in mountain waves. [Citation needed] [5] In some countries, VFR flights are allowed at night and are called night VFR. This is usually only allowed under more restrictive conditions, such as: while respecting the minimum safety heights, and may require additional training, as a pilot may not be able to see and avoid obstacles at night.
[Citation needed] Visual flight rules (VFR) are a set of regulations under which a pilot operates an aircraft in weather conditions that are generally clear enough for the pilot to see where the aircraft is flying. In particular, the weather must be better than the basic VFR weather minima, i.e. in visual weather conditions (CMVs), as specified in the rules of the competent aeronautical authority. The pilot must be able to drive the aircraft with a visual reference to the ground and visually avoiding obstacles and other aircraft. [1] For non-instrument evaluator pilots who cannot legally fly under instrument flight rules, the limitations of VMC minima can be problematic in places where weather conditions can change suddenly and unexpectedly, or when weather events are highly localized. For example, a small cloud forming over the airport within 1000 feet forces the airport to only allow IFR flights with instrument approaches/departures. A VFR flight that intends to land there would normally refuse release and would either have to be diverted to another field using VMC or declare an emergency and override the denial of authorization, which can trigger an investigation and potentially result in adverse consequences for the pilot. [Citation needed] CVFR flights are used in locations where aviation authorities have determined that VFR flights should be allowed, but that ATC separation and minimal guidance are required. In this respect, the CVFR is similar to instrument flight rules (IFR) in that ATC gives pilots caps and altitudes to fly, ensuring separation and conflict resolution.
However, pilots and aircraft do not need to be IFR certified to fly in CVFR areas, which is very beneficial. An example of airspace where RBAF is common would be Canadian Class B airspace. [10] When the weather is less than VMC, pilots must apply flight rules to instruments, and the operation of the aircraft is primarily by referring to the instruments rather than visually. In a control area, a VFR flight may receive permission from air traffic control to operate as a special VFR. [2] In the United States, there are specific VFR cruising altitudes based on the aircraft`s trajectory to help pilots separate their aircraft while flying visually above 3,000 feet above surface (AGL) but below 18,000 feet mean sea level (MSL). Unofficially, most pilots apply these rules to all levels of cruise flight. FAR 91.159[6] states that every aircraft: In Israel, for example, there is no VFR. All visual flights must be carried out in accordance with the rules of the CVFR. [11] In the United States, Canada and Australia, a pilot operating under VFR outside class B, C, D airspace may request “flight tracking” from ATC to receive continuous oral air traffic updates. This service is provided by ATC if the workload allows, but it is only a consulting service. Responsibility for maintaining separation from other aircraft and for proper navigation remains with the pilot-in-command (PIC).
In the United Kingdom, this is called a “traffic service”. In other countries, it is known as the Flight Information Service. To avoid these scenarios, VFR flights that intend to land at an airport or depart from an airport slightly below the VMC minima under localized conditions may apply for a special VFR authorization from the tower. SVFR flights are only permitted in that part of the controlled airspace of an airport (Class B, C or D) that extends to the surface, and this must be expressly requested by the pilot and granted by the Tower (some airports, mainly large Class B facilities, do not allow SVFR operation in their airspace at all). The view of the ground must always be greater than one legal kilometer, but most other VMC minima such as the ceiling are lifted. The pilot is obliged to observe vfr distances from other aircraft and states with the request to SVFR that he can do so despite the boundary conditions. For departing flights, the pilot must fly in VMC when leaving the surface footprint of the controlled airspace (otherwise he would be flying in VFR in IMC, which is illegal). [Citation needed] Member States are allowed to adapt the low-altitude rule to their jurisdiction, for example, the “500-foot rule” in the UK allows pilots to fly below 500 feet as long as they are not within 500 feet of a person, ship, vehicle, vessel or structure.