What is a visual departure?
A visual departure is not a VFR flight. The aircraft continues to depart under instrument flight rules and holds an IFR clearance.
The difference is that the pilot is not necessarily required to follow a published Instrument Departure Procedure during the first part of the departure. Instead, ATC can clear a direct heading or a direct flight to a waypoint, for example.
The prerequisite is that the pilot maintains visual contact with the Earth's surface during this.
A typical approval could, for example, read:
„Visual Departure Runway 05 approved, turn right direct WRB, maintain visual reference until passing 3500 feet.“
After take-off, the pilot is permitted to turn directly to the specified waypoint using this, but must maintain the required visual reference until 3,500 feet.
Pilot takes responsibility for obstacle clearance
The most important difference compared to a traditional IFR departure lies in the responsibility for obstacles.
In a published instrument departure procedure, obstacle clearance and required climb gradients are part of the procedure design.
During a visual departure, on the other hand, the pilot assumes responsibility for obstacle clearance up to the altitude specified in the clearance.
ATC remains responsible for routing and – depending on the respective airspace class – for the required separation from other traffic.
So the pilot does not suddenly take over the entire responsibility for the traffic, but specifically the safe navigation with respect to terrain and obstacles.
Only in favourable weather and during the day
A visual departure may only be carried out by day.
Furthermore, cloud base and ground visibility must be good enough for the pilot to reliably maintain the required visual reference during take-off and the subsequent climb.
This prerequisite must be met at least up to the respective sector minimum altitude, or MSA.
If visual contact with the ground is lost shortly after takeoff, the exact prerequisite on which the procedure is based would be lost.
The pilot can request the procedure
A visual departure can be requested by the pilot themselves.
Alternatively, ATC can offer the procedure prior to departure. In this case, the pilot accepts it by reading back the corresponding air traffic control clearance.
However, pilots should only accept such clearance if they are sufficiently familiar with the terrain, the obstacles and the current visibility conditions.
Particularly at unfamiliar airfields, a published IFR departure procedure can be the much more convenient option.
Why visual departures can be useful
The advantage lies primarily in a more direct flight path.
An instrument departure procedure may initially provide for several waypoints, headings and altitude restrictions, even though the aircraft is subsequently intended to fly on in a different direction anyway.
In good weather, ATC can, for example, enable a visual departure to provide a direct flight to the first practical waypoint immediately after take-off.
For pilots, this frequently means:
- shorter flight routes,
- less flight time,
- lower fuel consumption,
- less complex departure procedures,
- and a faster integration into en-route flight.
Especially with smaller IFR aircraft, this can make a noticeable difference.
In principle, possible at all German IFR aerodromes
The new notice clarifies that visual departures are generally possible at all German aerodromes with IFR approval.
However, local restrictions may apply, in particular for reasons of noise abatement.
At several commercial airports, visual departures are therefore only permitted to be carried out by certain categories of aircraft.
Restrictions at major airports
The NfL contains specific restrictions for numerous German airports.
In Dortmund, Düsseldorf, Cologne/Bonn, Lübeck, Mönchengladbach, Weeze and Stuttgart, for example, visual departures are essentially limited to propeller-driven aircraft up to 5.7 tonnes MTOW.
At BER, they are permitted for a maximum of twin-engine propeller aircraft, the DHC-7, and helicopters.
A comparable restriction applies to runways 25L and 25C in Frankfurt.
In contrast, Hannover permits not only propeller aircraft but also jet aircraft up to 20 tonnes MTOW.
At Saarbrücken Airport, visual departures on runway 27 are even permitted for all aircraft.
For pilots, therefore, consulting the current AIP publications and NOTAMs remains essential.
Exceptions for special situations
Interesting are the exceptions to the local restrictions.
These apply, inter alia, when a navigation aid required for the normal instrument departure fails unexpectedly or no published instrument departure procedure is available for the runway in question.
Even with significant weather in the departure area, such as a thunderstorm, a visual departure may become possible despite otherwise existing local restrictions.
This gives ATC additional flexibility to route traffic safely around problem areas.
Do not confuse Visual Departure with VFR
It is particularly important for pilots not to confuse a visual departure with a change to VFR.
The flight remains IFR.
Flight plan, ATC clearance and IFR routing remain in place. The pilot is merely given the opportunity to shape their flight path more flexibly under visual reference for part of the departure.
Once the altitude specified in the clearance or the corresponding point is reached, the flight continues normally under IFR in accordance with further ATC clearance.
Conclusion
The new Aeronautical Information Publication (NfL) 2026-1-4035 establishes clear frameworks for visual departures in Germany.
The procedure can significantly simplify IFR departures in good weather and allow for more direct flight paths. At the same time, however, a crucial responsibility changes: up to the specified altitude, the pilot must personally ensure sufficient obstacle clearance and maintain the necessary ground contact.
Anyone who accepts a visual departure should therefore know precisely which route they are flying and what terrain is located in the departure area. Used correctly, the procedure is a practical way to sensibly combine IFR operations and visual flight guidance.
Source references:
NFL
