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Managing VFR Traffic in the CTR

Traffic Information

In Class D & E airspace (which makes up most airspace where VFR traffic is permitted), VFR aircraft are expected to maintain their own separation from other traffic, using traffic information provided by ATC. Thus, providing accurate traffic information to VFR pilots is critical for the safety of the aircraft in one’s airspace.

When providing traffic information, one should describe the traffic (aircraft type + airline if applicable) and where it is. Note that TWR controllers should refrain from using “o’clock” or distance-based traffic information.  One should instead give traffic info that is based on the aircraft’s location in your airspace, as reported by the pilot, or as clearly visible from the tower. For example:

🎧 (TF-)SKN, traffic is an SR-22 inbound Videy on route 1.

Remember: traffic information goes both ways! If one gives traffic information to plane A about plane B, one should also give plane B information about plane A.

Controllers with access to ATS surveillance systems (secondary radar/MLAT, ADS-B, etc.), such as APP or ACC units, may provide traffic information using the standard “o’clock” method.

Sequencing VFR

TWR controllers should establish an orderly sequence for aircraft in their CTR. This includes aircraft in the circuit, and aircraft on approach.

This should, as much as possible, follow the “natural” order based on where aircraft already are. If Keflavik Tower has one aircraft on final, a second aircraft in the circuit on downwind, and a third aircraft arriving via a VFR route, the natural order is 1. the aircraft on final, 2. the aircraft on downwind, and 3. the aircraft on the VFR route.

To create a sequence, controllers may inform aircraft of their number in the sequence, including information about the aircraft ahead of them. For example:

🎧 (TF-)ABB, you are number two, following a Cessna 172 turning base.

One may additionally instruct aircraft to join a certain leg of the circuit as a certain number in the circuit. For example:

🎧 (TF-)SKN, traffic is a SR-22 on base and a Cessna 172 on downwind, join downwind as number three.

Never tell an aircraft to “join behind” another aircraft! Such phrasing may imply to the pilot that they should try and fly as close as possible behind the other aircraft, which is unsafe.

While there is no formal priority of IFR traffic over VFR once both are in the CTR, controllers are reminded that most IFR aircraft, particularly jet airliners, move a lot faster than the light aircraft typical of VFR traffic.

Therefore, one should generally try to sequence light VFR aircraft in after airliners and other heavy aircraft, unless the heavier aircraft is much further out, or there is otherwise good reason to slot the VFR aircraft in first.

Additional Strategies

In cases of heavy traffic, one also may employ two additional traffic management strategies.

Orbits

One may instruct aircraft to orbit (fly in a circle) at a given location. When instructing aircraft to orbit, one should specify:

  • Location of the orbit
  • How many orbits to perform (or "until further advised")
  • The direction (left/right) of the orbits.

For example:

🎧 (TF-)ABB, make left-hand orbits at the end of the downwind leg until further advised.

🎧 (TF-)ABB, make one right-hand orbits at the end of the downwind leg, then join base.

Extending Downwind

One may also instruct aircraft to extend downwind, either to join final after another aircraft, until X miles from the airport, or until ATC instructs them to turn base.

Don’t forget to turn the aircraft onto base once conflicting traffic is clear! Controllers often forget to call the aircraft’s base, causing them to fly a downwind that is far too long.

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