Special VFR clearance criteria

jrh

jrh

Well-Known Member
I'm curious, when issuing a special VFR clearance to an aircraft, what criteria do controllers need to meet?

I'm assuming the criteria is different for radar vs. non-radar environments, but could somebody give me specifics?

Also, how does it work to coordinate SVFR and IFR traffic? Like, say, an airport is in IFR conditions (maybe, 1000 overcast and two miles visibility) and an aircraft calls up wanting an SVFR clearance to come in and land. At the same time, an IFR aircraft wants to shoot an approach. Is this a problem? Again, does radar vs. non-radar make a big difference? How about if the controller has radar, but the SVFR aircraft does not have a transponder?

Another question, is it possible to get a SVFR clearance over a long distance (say, 50 miles)? If an aircraft wants to transit one facility's airspace and continue on to another's, do the controllers just coordinate that with each other as they would when providing radar advisories? How about in a non-radar environment?

Finally, if a pilot wants to get an SVFR clearance from an FSS specialist over the phone, how does that work? Is it just a matter of the specialist calling the nearest ATC facility and relaying the clearance from a controller?

Sorry for so many questions...I'm trying to get a good understanding of what happens "behind the scenes" so to speak, and what goes in to getting an SVFR clearance made up. I'm trying to figure out scenarios when it's quite likely I could get an SVFR clearance without problems, as well as scenarios when I can't count on going SVFR.
 
Special VFR is voluntary for the controller, obviously if there is an in coming IFR they're not going to let you in. AlsoVFR pilots should only be using this procedure under extraordinary circumstances. If you need to use special VFR you probably didn't plan right. However in an emergency such as deteriorating weather SVFR is nice to have. Day you have to remain clear of clouds and night you need instrument rating for a special VFR.
 
fly8slep said:
Special VFR is voluntary for the controller, obviously if there is an in coming IFR they're not going to let you in. AlsoVFR pilots should only be using this procedure under extraordinary circumstances. If you need to use special VFR you probably didn't plan right. However in an emergency such as deteriorating weather SVFR is nice to have. Day you have to remain clear of clouds and night you need instrument rating for a special VFR.
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Fly8slep, are you a controller? I don't mean this in a sarcastic way, it's a legit question.

You say obviously a controller won't let you in if there is IFR traffic in the area. Why is that? How would it be different than an incoming VFR flight with an IFR flight? What I'm getting at is, what makes the difference? Weather conditions? Radar contact? Also, what do you mean by a controller letting you "in"? In to what? SVFR is used in Class E airspace and Class E is generally quite extensive...I can't imagine a plane getting denied an SVFR clearance because of IFR traffic 30 miles away, yet in the same Class E airspace.

You also say SVFR is for "extraordinary" circumstances. I disagree. I think it's a great tool for many fairly mundane circumstances. I wouldn't necessarily say it should be used just for fun, but it certainly helps get a job done (ferrying aircraft, giving flight instruction, etc.). But that's from my perspective as a pilot. If controllers think differently, I'd certainly like to hear their impression of when SVFR should or shouldn't be used.
 
SVFR requires an instrument rating, day or night (FAR 91.157 which refers to FAR 61.65)
Edit: upon further reading the aircraft must meet IFR equipment requirements also 91.205.
 
bdhill1979 said:
SVFR requires an instrument rating, day or night (FAR 91.157 which refers to FAR 61.65)
Edit: upon further reading the aircraft must meet IFR equipment requirements also 91.205.
Click to expand...

No, for daytime operations, the instrument rating is not needed.

To go SVFR at night, the pilot and aircraft most both be instrument certified (although the pilot does not need to be instrument current).

Read the reg again very closely.
 
SVFRs are used for class B, C, D, and E SURFACE AREAs...not airways.

it is a tool to enter a surface area as stated above, from the less restricted G airspace. when on an airway...the normal vfr cloud clearances always apply.

IFR traffic has priority over SVFR traffic, but normally the "controllers" will work it out. i.e. the artcc controller will give the the tower the tower the airspace ten minutes for a svfr arrival.

1 mile flight visibility is needed to get a svfr clearance. otherwise an emergency has to be declared to receive one.

No, i'm not a controller.

Yes, i've used svfrs many times.
 
fly8slep said:
If you need to use special VFR you probably didn't plan right. However in an emergency such as deteriorating weather SVFR is nice to have.
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I'm not trying bust balls here-but in many parts of the country SVFR is the only way in and out during marginal weather due to terrain restrictions. Think a'boot the little guys.
 
I was under the impression if you were cleared for SVFR into a terminal area they blocked the entire terminal area (class D,C) airspace for IFR traffic for 30 minutes. Am I remembering something wrong or just FOS?
 
SpiraMirabilis said:
I was under the impression if you were cleared for SVFR into a terminal area they blocked the entire terminal area (class D,C) airspace for IFR traffic for 30 minutes. Am I remembering something wrong or just FOS?
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They may clear the whole terminal area for class E surface area but I know for a fact that they do not clear the area in class D, C, or B. They just sequence you in like normal. I used SVFR alot in Fresno, CA and it is not dangerous at all as long as you respect the situation and know your personal limit.
 
SpiraMirabilis said:
I was under the impression if you were cleared for SVFR into a terminal area they blocked the entire terminal area (class D,C) airspace for IFR traffic for 30 minutes. Am I remembering something wrong or just FOS?
Click to expand...

According to the 7110.65:
<----------------------------------------->
a. Apply approved separation between:
1. SVFR aircraft.
2. SVFR aircraft and IFR aircraft.

<----------------------------------------->
​
In general, it appears that SVFR aircraft are treated similarly to IFR aircraft, except for:
<------------------------>
a. SVFR flights may be approved only if arriving and departing IFR aircraft are not delayed.

NOTE-
The priority afforded IFR aircraft over SVFR aircraft is not intended to be so rigidly applied that inefficient use of airspace results. The controller has the prerogative of permitting completion of a SVFR operation already in progress when an IFR aircraft becomes a factor if better overall efficiency will result.

<------------------------>​
 
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