Special VFR for an Air Ambulance at Tabriz with Military Traffic Active
At Tabriz (OITR) control zone at 1415 local, day VMC is marginal. Weather: wind 270/12 kt, visibility 2,200 m in light snow, ceiling 500 ft broken, temperature -3°C, QNH 1024 hPa. An air-ambulance helicopter, callsign MEDEVAC 71, is 10 NM west at 1,500 ft VFR and requests Special VFR to land. An IFR Airbus A320, callsign IRB512, is established on the runway 21 ILS at 8 NM, 2,500 ft. The military base at Tabriz has active local traffic and a published restricted area west of the field is active by NOTAM. The helicopter pilot reports he can remain clear of cloud and in sight of ground, but requests to cross the restricted area because the alternative route adds 12 minutes. The tower controller must answer immediately; the A320 is 6 minutes from touchdown.
1. May the controller issue a Special VFR clearance in these conditions? Identify the governing rule and any limits that apply.
Read the worked answer
Under ICAO Annex 2, Special VFR may be authorized within a control zone when the ground visibility is at least 1,500 m and the pilot can remain clear of cloud and in sight of the ground. At night, additional pilot and aircraft qualifications apply. Here the reported visibility is 2,200 m, so the visibility threshold is met. The 500 ft broken ceiling is not, by itself, a legal prohibition on SVFR; it does affect whether the helicopter can actually remain clear of cloud. The pilot has confirmed he can do so, but the controller should not treat that as a formality: in light snow and a low ceiling, the pilot must be able to maintain visual reference throughout the route. The correct legal position is that SVFR is possible subject to national differences published in the Iranian AIP, but the clearance cannot be issued if it conflicts with the active restricted area or cannot be separated from IRB512. If either condition fails, the controller must deny SVFR and offer holding or an alternative route.
2. How should the controller separate MEDEVAC 71 from IRB512 and from military traffic, and what should be done about the active restricted area?
Read the worked answer
The controller is responsible for separating the SVFR helicopter from IFR traffic. IRB512 is established on the ILS at 8 NM and 2,500 ft, descending; MEDEVAC 71 is west at 1,500 ft. If the helicopter crosses the final approach track, the controller creates a conflict with an aircraft that is in a critical landing phase. The safest action is to keep MEDEVAC 71 west or south of the localizer and instruct it to hold clear of the final approach until IRB512 has landed. Do not clear the helicopter through the active restricted area. The NOTAM makes the area unavailable unless military control approves a crossing. Coordinate with the military unit; if coordination cannot be completed immediately, issue the helicopter a holding instruction outside the restricted area and advise the pilot of the delay. If the helicopter declares an emergency, the situation changes: emergency authority and priority apply, but the controller should still coordinate and make the military traffic aware. The phraseology should be explicit: 'MEDEVAC 71, special VFR not available through restricted area, hold west of the final approach, maintain 1,500 ft, report ready for onward clearance.' Record the request, the denial of the restricted-area crossing, the coordination, and the final clearance.
3. What essential readback and record entries would you expect after the decision?
Read the worked answer
The readback should include the clearance limit or holding instruction, altitude, and any restriction. For example: 'MEDEVAC 71, holding west of the final approach, 1,500 ft, special VFR not available through restricted area.' The controller must hear the altitude and the holding point repeated correctly. The record should show the time of the request, weather at the time, the pilot's report of clear of cloud and in sight of ground, the reason the restricted area was refused, the military coordination, and the sequence relative to IRB512. If SVFR is eventually issued, record the route, altitude, and separation instructions. If it is refused, record the alternative given. This matters because SVFR is an exception to normal VFR weather minima; the legal basis and the pilot's acceptance of visual responsibility must be traceable.