How do you fly VFR on VATSIM?

To fly VFR on VATSIM, plan a visual route, file a VFR flight plan, connect while parked, obtain every required taxi and airspace clearance, remain in visual conditions, and make concise radio calls. Use the rules and phraseology of the country where the flight takes place, not one universal VATSIM procedure.

This is simulator-independent guidance: the same principles apply in Microsoft Flight Simulator, X-Plane, Prepar3D, FSX and other VATSIM-compatible simulators. The pilot client and aircraft controls differ, but the network procedures do not depend on a particular simulator.

How do you fly VFR on VATSIM step by step?

A successful VFR flight starts with a short, manageable route and enough preparation to understand the airspace before connecting.

1. Choose a sensible first flight. Use a familiar light aircraft, daylight, suitable weather and two quieter airports about 30–60 minutes apart. A major international hub during an event creates far more radio and taxi workload than a regional airport.
2. Check weather and airspace. Load weather that matches the reported conditions as closely as your simulator permits. Confirm visibility, cloud base, wind, pressure setting, terrain, controlled-airspace boundaries and any published visual reporting points.
3. Plan how you will navigate. VFR does not prohibit GPS or radio navigation, but you must still remain in visual meteorological conditions and know your position. Pilotage, dead reckoning and using VORs while remaining VFR are all valid choices.
4. Submit a VFR flight plan. Select VFR rather than IFR and enter the correct callsign, aircraft type, departure, destination, planned altitude and an intelligible route. For circuits or a local flight, make that intention clear in the route or remarks.
5. Connect in a safe parking position. Never appear on a runway or taxiway. Match the network callsign to the flight plan, configure push-to-talk, check radio reception and set the transponder according to local procedure.
6. Identify the responsible controller. Read the ATIS and controller information before transmitting. VATSIM uses top-down coverage in many regions, so an approach or centre controller may provide the services of an unstaffed tower or ground position.
7. Request only the service you need. Depending on the country and airspace, this could be taxi, a VFR departure clearance, entry into controlled airspace or simply aerodrome information. Read back runway, hold-short or holding-point instructions, headings, altitudes, squawk codes and clearances.
8. Fly predictably. Follow departure instructions, remain clear of cloud, observe local altitude and speed rules, and report at visual points when instructed. Squawk the assigned code and use altitude-reporting mode before flight unless ATC directs otherwise.
9. Plan the arrival before reaching it. Obtain the destination weather, identify the likely runway and circuit direction, then call with your position, altitude, aircraft type, information code and request. After landing, vacate the runway, contact ground if required and disconnect only after parking.

Do you need a VFR flight plan on VATSIM?

Treat a VFR flight plan as the default on VATSIM, even where real-world rules would permit a local VFR flight without filing one. Follow any more specific procedure published for the VATSIM division in which you are flying.

The plan helps controllers identify your aircraft and understand your intentions. It does not clear you into controlled airspace, reserve an altitude or initiate a real-world search-and-rescue service.

Enter a route a controller can interpret. Named visual reporting points, landmarks, navigation aids and clear directional remarks are more useful than an unexplained line of coordinates. Choose a cruising altitude that accounts for terrain, airspace and the applicable hemispherical or semicircular rule.

What do you say to ATC on a VFR flight?

A good initial VFR call gives the controller, your callsign, position, aircraft type, weather information received and request. Exact wording varies by country, but the information should be brief and complete.

A typical ground call might be: Example Ground, G-ABCD, north apron, Cessna 172, VFR northbound, information Alpha, request taxi.

At the runway, use wording such as: Example Tower, G-ABCD, holding point A1, runway 27, ready for departure. Avoid using the words “take-off” until they form part of an actual clearance where local phraseology reserves that term.

For arrival, a useful structure is: Example Tower, G-ABCD, Cessna 172, five miles south, 2,000 feet, information Bravo, inbound full stop. Replace the generic terms with the reporting points, circuit terminology and callsign format used in that country.

Voice is the easiest method in busy airspace, but VATSIM also accommodates text communication. Configure the client honestly, keep messages concise and allow the controller more time to respond. A new-pilot remark can provide context, but it does not replace preparation.

What happens when no controller is online?

When no controller covers your position, fly according to the published procedures and make short traffic broadcasts on the locally designated advisory frequency. Do not issue yourself a clearance or assume that other pilots can see you.

• Check first whether a higher controller is covering the airport through top-down service.
• Use the published local CTAF or advisory frequency where regional VATSIM procedures specify one.
• Where no local frequency applies, the common network advisory frequency is often 122.800, but it should not be assumed in every region.
• Broadcast useful intentions such as taxiing, entering or departing a runway, joining the circuit and landing. Avoid running commentaries when no traffic needs the information.
• Monitor for a controller's contact request. If ATC comes online while you are airborne, maintain a predictable flight path and contact the controller promptly.

Match your simulator weather to the reported wind whenever possible. A common conflict occurs when two pilots choose opposite runways because one is using preset or outdated weather.

Can you request flight following on VATSIM?

You can request VFR radar service when the local system provides it and controller workload permits. In the United States this is usually called flight following; other countries use different flight information or radar services with different responsibilities.

Give your callsign, aircraft type, position, altitude, destination and request. Radar service does not transfer responsibility for terrain, cloud avoidance or visual traffic separation, and it does not automatically clear you through airspace that requires a specific clearance.

VFR airspace and weather rules

The real-world rules of the simulated location determine which clearances and weather minima apply. In some US airspace, establishing two-way radio communication is sufficient for entry; Class B requires an explicit clearance. Many other countries require a specific controlled-airspace clearance more broadly.

Do not carry one country's phraseology or airspace assumptions into another. Check the applicable VFR minima, cruising-level rules, circuit direction, transition-altitude procedures, speed restrictions and requirements for crossing controlled airspace. Special VFR should only be requested if you understand its local conditions and limitations.

Large airports add complex taxi routes, local departure instructions and intense frequency changes. Our coverage of VATSIM operations at Denver and handling Atlanta under VATSIM ATC shows why airport-specific preparation matters before using a major hub.

Common VFR mistakes on VATSIM

• Connecting on a runway: start at a vacant stand or parking area and confirm the position before joining the network.
• Entering controlled airspace without permission: know the boundary and call early enough to receive the required clearance.
• Assuming an unstaffed tower means no ATC: check whether approach or centre is providing top-down coverage.
• Following the GPS without looking outside: a magenta line is a navigation aid, not permission to enter cloud, terrain or restricted airspace.
• Using the wrong transponder mode: select the assigned code and altitude reporting as required before departure.
• Giving a long first transmission: state who you are calling, who you are, where you are and what you want, then stop and listen.
• Choosing an event airport for the first flight: build confidence at a quieter controlled airport before attempting dense traffic and rapid instructions.
• Mixing regional phraseology: use the terminology of the country being simulated rather than combining US and ICAO-style calls.