¶ VFR Flights
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VFR flight in Italy can be challenging, especially for beginners, due to the high density of controlled airspaces and the Class A TMAs of Milan and Rome, which significantly limit VFR operations in the area.
¶ Traffic Pattern
The traffic pattern is the preferred method for landing when operating in VFR.
A standard pattern is left-hand, if in doubt of which direction the pattern is at a specific airport, use the standard.
¶ Planning
The first phase of a VFR flight is planning, which is essential for the safe conduct of the flight.
To plan a VFR flight, access to aeronautical charts is required, which can be found at the links provided on this page.
The most useful maps for planning the route can be found in the AIP in section ENR 6.3. These maps show all the airspaces and VRPs (visual reporting points), which are the route points to follow when operating a VFR flight.
- Route: the VFR route must consist of several VRPs and/or VORs and must allow the pilot to always maintain VMC conditions. The choice of VRPs to follow is important, as it is essential to avoid selecting VRPs that are too far apart.
For short flights, it may be suitable to choose a reporting point every 10 NM, while for longer flights, one every 20 NM is acceptable.
The route should also be chosen based on the surrounding airspaces. For example, for a flight from Bresso (LIMB) to Biella (LILE), it would make almost no sense to plan a direct route that would require passing over the Malpensa (LIMC) field, as the high amount of traffic could cause long delays. A route further north via SRN, Mornago, and Lisanza would make much more sense.
- Altitude: Altitude is another important factor to consider. It should not be too low, as this would reduce separation from obstacles, but at the same time, it must respect any restrictions from the overlying airspaces.
An altitude just 500ft higher can result in a total change in the type of service received from ATC and the rules that must be followed.
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Fuel: The fuel onboard the aircraft operating in VFR must always be sufficient for the journey from the departure aerodrome to the destination aerodrome + the fuel required for the alternate + a 45-minute reserve.
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Submitting the flightplan: Once all the above elements have been planned, you can proceed to submit your flight plan on VATSIM, including callsign, aircraft type, departure and arrival airports, route, and initial altitude.
The REMARK section in the flight plan can be particularly useful for adding additional information for the controller, such as requests for touch and go at specific airports.
¶ Example of VFR Communications
Let's take as an example for this guide a flight from Padova (LIPU) to Bologna (LIPE), a flight that starts in G airspace and ends in D airspace. In this example, the active controllers will be Padova Radar and Bologna Tower.
- You will start on the ground in Padova, calling Padova Radar to get the latest field weather.
Padova Radar good morning, I-FAGE on the ground in Padova for the latest weather
I-FAGE, Padova Radar good morning, preferential runway for departures is 22, variable wind 4 knots, CAVOK, QNH 1015. Ready to copy.
The air traffic controller needs your basic details to understand who are are and what your intentions are. If you have done the planning as suggested earlier, your communication may sound like this:
Padova Radar, I-FAGE, runway in use 22 QNH 1015, we are a P28R, VFR with flight plan from Padova to Bologna, first waypoint will be Ponte San Nicolò at 1500ft.
I-FAGE, Padova Radar, copied all, startup and taxi on discretion. Report ready for departure.
Always remember which airspace you are operating in. If you are in G airspace, you will never receive clearances or instructions; you will operate at your discretion.
I-FAGE, ready for departure runway 22.
I-FAGE, runway 22 no traffic reported, report Ponte San Nicolò.
"No traffic reported" is the standard communication for uncontrolled airports. You might also hear variants like "runway free for departure" or "takeoff on discretion."
Padova Radar, I-FAGE, over Ponte San Nicolò, 1500ft. Next will be Bovolenta, estimated at 13:15.
When reporting your position in VFR, always remember to state your next point, altitude (if it changes), and when you estimate you will reach it (in this case, the hour can be omitted, and only the minutes can be reported by saying "at one-five").
- Now let's fast forward in time, you're already inbound Altedo at 1500ft, ready for your entry into controlled airspace.
Padova Radar, I-FAGE, inbound Altedo at 1500, next point Ansa Reno, estimated at 40.
I-FAGE, squawk 5431, cleared to enter Bologna CTR 1, report inbound Ansa Reno.
Note how the phraseology changes upon entering controlled airspace; now the air traffic controller gives instructions and clearances.
I-FAGE, inbound Ansa Reno, 1500ft, ready to switch to tower.
I-FAGE, Padova Radar, fix limit Ansa Reno, contact Bologna Tower 120.8, good day.
Fix limit is the clearance limit. In this case, Padova Radar clears you up to Ansa Reno, and you cannot proceed beyond this point unless authorized by the tower. If the tower is busy with other radio communications and you reach Ansa Reno without receiving further instructions, you must orbit.
Bologna Tower, hello, I-FAGE over Ansa Reno 1500 ft for a full stop.
I-FAGE, Bologna Tower hello, QNH 1014, maintain Ansa Reno, IFR traffic inbound runway 12.
Orbiting, although boring, is often necessary, especially when operating VFR at controlled airports that primarily handle IFR traffic, such as Bologna, because the controller must ensure adequate separation between you and the IFR traffic, which is usually much faster than VFR. The points where you can expect to orbit are the ATZ entry point and the downwind leg.
I-FAGE, once orbit complete, proceed to left downwind runway 12.
The traffic pattern is the preferred method for landing when in VFR, except in specific cases. Be sure you are familiar with the various parts of it.