VFR-on-Top: Still IFR, VFR Altitudes, Your Own Separation — How It Really Works and How to Get In and Out of It
Updated: 2 days ago
Few IFR concepts generate as much confusion as “VFR-on-top.” Some pilots think it means canceling IFR, others treat it like a cruise clearance, and many misunderstand who is responsible for separation. In reality, VFR-on-top is a hybrid: you remain on an IFR flight plan and an IFR clearance — with IFR routing, IFR communications, IFR minimum altitudes, and IFR lost-comms procedures — but you fly a VFR altitude, keep VFR cloud clearances and visibility, and, critically, provide your own separation from other traffic. ATC does not separate you from other aircraft the way it separates IFR traffic (outside Class B and C airspace). That last point is the one most often gotten backwards, and it’s the reason VFR-on-top demands genuine visual conditions. Understanding exactly what the clearance allows, what it requires of you, and how to get into and out of it is critical for legal, safe, and efficient instrument flying.
This post covers VFR-on-top in practical depth: what it is and what it isn’t, the three obligations it imposes, the separation reality, how to request it and climb to it (including the tops report and the alternative clearance), the altitude and airspace rules, the required reports, how to leave it, lost communications, when it’s useful, VFR-on-top versus a cruise clearance, and the checkride questions.
Study this full length lesson (video, podcast, flashcards, and quiz) here: Full Length Lesson >
What VFR-on-Top Is
VFR-on-top is an ATC authorization for an aircraft on an IFR flight plan to operate in VFR conditions at any appropriate VFR altitude, in place of an assigned IFR altitude.
The Pilot/Controller Glossary definition (closely quoted):
“ATC authorization for an IFR aircraft to operate in VFR conditions at any appropriate VFR altitude (as specified in 14 CFR and as restricted by ATC). A pilot receiving this authorization must comply with the VFR visibility, distance from cloud criteria, and the minimum IFR altitudes specified in 14 CFR Part 91. The use of this term does not relieve controllers of their responsibility to separate aircraft in Class B and Class C airspace or TRSAs…”
Every clause is a rule
IFR aircraft, VFR conditions, VFR altitude, VFR weather minimums, IFR minimum altitudes
And a specific note about where controllers DO still separate — which implies where they don’t
What you keep from IFR:
Your IFR flight plan and clearance (you have not canceled)
IFR routing — you fly the cleared route
IFR communications — you stay on frequency and comply with ATC instructions
IFR position reporting (where required)
IFR minimum altitudes (MEA, MOCA where applicable, MCA, OROCA/91.177)
IFR lost-communications procedures
What you take on from VFR:
A VFR cruising altitude (hemispheric + 500) instead of an assigned IFR altitude
VFR visibility and cloud clearance for the airspace you’re in (91.155)
See-and-avoid responsibility — your own separation from other aircraft
The obligation to stay in VMC; you may not enter IMC without an IFR altitude assignment
The one-line summary:
“VFR-on-top is IFR control with VFR rules for altitude, cloud clearance, and separation”
Still IFR in the system; VFR in the air around you
The hybrid
Both sets of rules, at once
What VFR-on-Top Is NOT
Clearing the misconceptions, with the big one first.
It is NOT ATC-separated flight:
Outside Class B, Class C, and TRSA airspace, ATC does NOT provide IFR separation between you and other aircraft while you’re VFR-on-top
You receive traffic advisories as workload permits — the same service a VFR aircraft gets with flight following
You are responsible for seeing and avoiding other aircraft, IFR and VFR alike
This is why VFR-on-top requires real VMC: you must be able to see the traffic you’re separating yourself from
It is NOT canceling IFR:
You remain on your IFR flight plan and in the IFR system
You still need a clearance to change route, to enter IMC, or to descend through a layer
You still make IFR reports and comply with IFR minimum altitudes
If you want to cancel IFR, that’s a separate transmission (“cancel IFR”) — and then you’re a VFR aircraft with no IFR protections at all
It is NOT a cruise clearance:
A cruise clearance gives you a block of IFR altitudes and a built-in approach
VFR-on-top gives you VFR altitudes, requires VMC, and carries no approach authorization
Different clearances for different situations (compared below)
Don’t conflate them
It is NOT permission to ignore minimum IFR altitudes:
The MEA, MOCA (where applicable), MCA, and OROCA/91.177 minimums still apply
VFR altitudes must be selected at or above them
Terrain clearance is still an IFR obligation
The floor doesn’t move
It is NOT available in Class A:
ATC will not authorize VFR or VFR-on-top operations in Class A airspace (18,000 feet MSL and above)
VFR-on-top is a below-18,000 operation
If the tops are at FL200, VFR-on-top can’t get you there
A hard ceiling
It is NOT limited to being literally “on top”:
Despite the name, you may operate above, below, or between cloud layers — anywhere you can maintain VFR visibility and cloud clearance
“On top” is the usual case, not the requirement
The requirement is VMC per 91.155
The name is narrower than the rule
The Three Obligations (AIM 4-4-8)
When operating with an authorization to “maintain VFR-on-top,” you must do three things.
1. Fly an appropriate VFR altitude (91.159):
Above 3,000 feet AGL, the hemispheric VFR altitudes: eastbound (000–179° magnetic course) odd thousands plus 500; westbound (180–359°) even thousands plus 500
Examples: eastbound 5,500, 7,500; westbound 4,500, 6,500
NOT the IFR whole-thousand altitudes
ATC may restrict the range (below), but within it you choose
2. Comply with VFR visibility and cloud clearance (91.155):
The basic VFR weather minimums for the airspace you’re in
In Class E above 10,000 feet: 5 SM and 1,000 below / 1,000 above / 1 SM horizontal from clouds
In Class E below 10,000: 3 SM and 500 below / 1,000 above / 2,000 horizontal
You must keep these at all times while VFR-on-top — a thin spot in the layer doesn’t excuse it
3. Comply with the IFR rules that still apply:
Minimum IFR altitudes
Position reporting where required
Radio communications
The course to be flown (your cleared route)
Adherence to your ATC clearance and any restrictions ATC placed on the VFR-on-top authorization
Everything IFR except the altitude assignment and the cloud-clearance exemption
The AIM’s note:
Pilots should advise ATC prior to any altitude change while VFR-on-top, “to ensure the exchange of accurate traffic information”
Since ATC isn’t separating you, their traffic advisories to you (and to others about you) depend on knowing your altitude
Tell them before you change
(And an altitude change while VFR-on-top is on the list of required reports — below)
Separation: The Rule That Gets Inverted
The most important thing to understand about VFR-on-top, stated plainly.
Outside Class B, Class C, and TRSA airspace:
ATC does NOT provide IFR separation between a VFR-on-top aircraft and other aircraft
You are not being kept 1,000 feet or 3 miles from anyone
You receive traffic advisories as workload permits
See-and-avoid is entirely yours
Inside Class B, Class C, and TRSA airspace:
Controllers still separate aircraft as required by their procedures (the Glossary’s explicit exception)
You’ll be separated from other traffic in those areas
But you’re still responsible for VMC and see-and-avoid
The one place the service continues
Why ATC doesn’t separate you:
IFR separation assumes aircraft fly assigned altitudes and routes that ATC controls
A VFR-on-top aircraft chooses its own altitude and may change it — ATC can’t build separation around an altitude they don’t control
So the service switches to advisories, and the pilot takes over
The flexibility costs you the separation
What this means for your flying:
Scan for traffic the way a VFR pilot does — actively, continuously
Listen to the frequency for traffic calls on other aircraft near your altitude
Use ADS-B In/TIS-B if you have it, but don’t rely on it
Don’t let “I’m on an IFR flight plan” relax your lookout; you have less protection, not more
The misconception’s cost:
A pilot who believes ATC is separating them while VFR-on-top may not look outside as hard
That’s the dangerous version of this error
VFR-on-top is a VFR lookout environment with IFR paperwork
Fly it like VFR
How VFR-on-Top Is Requested and Issued
The procedure, including the part most pilots don’t know.
ATC can’t initiate it — you must ask:
AIM 4-4-8: ATC may not authorize VFR-on-top unless the pilot requests it (the only exception is a narrow noise-abatement case on departure)
You’ll never be assigned VFR-on-top unasked
It’s a pilot-requested authorization
If you want it, say so
Requesting it when you’re already in VMC:
“Center, N123AB, request VFR-on-top”
Used when you’re on an IFR flight plan in VFR conditions and want to choose your own altitude instead of the assigned one
ATC approves (possibly with restrictions) or denies based on traffic, airspace, and workload
Simple request
Requesting a climb to VFR-on-top (through a layer):
“Center, N123AB, request climb to VFR-on-top”
Used when you’re in or below a layer and want to climb through it into VMC above — then either continue VFR-on-top or cancel IFR
This is the common case: departing under a stratus deck, climbing through it, and riding on top
A specific procedure follows
What the “climb to VFR-on-top” authorization contains (AIM 4-4-8 b):
Either a tops report (the reported or forecast cloud tops) or a statement that no tops report is available
A request to “report reaching VFR-on-top”
Possibly a clearance limit, routing, and — importantly — an alternative clearance if VFR-on-top is not reached by a specified altitude
Example: “N123AB, climb to and report reaching VFR-on-top; tops reported at 6,000; if not on top by 8,000, maintain 8,000 and advise”
The alternative clearance:
The tops may be higher than reported, or the layer may not break
The alternative clearance tells you what to do if you reach the specified altitude still in cloud: typically maintain that altitude (an IFR altitude) and tell ATC
Without it, you’d be climbing indefinitely in IMC with no assigned altitude
Brief it before the climb
“Report reaching VFR-on-top”:
When you break out and can maintain VFR cloud clearance, report it: “N123AB, VFR-on-top at 6,500”
That report is when the VFR-on-top rules take effect — until then, you’re on an IFR climb clearance
Then select and report your VFR altitude
The handoff from IFR altitude to VFR altitude
Restrictions ATC may add:
An altitude range: “maintain VFR-on-top at or below 9,500”
A routing or a clearance limit
A point at which the VFR-on-top authorization ends and an IFR altitude resumes
Comply with any restriction as you would any clearance
The Altitude Rules
The most commonly tested piece, stated carefully.
VFR altitudes, not IFR:
Above 3,000 feet AGL, fly the hemispheric VFR altitudes based on magnetic COURSE (not heading)
Eastbound (000–179°): odd thousands + 500 — 3,500, 5,500, 7,500, 9,500 …
Westbound (180–359°): even thousands + 500 — 4,500, 6,500, 8,500, 10,500 …
The +500 is what separates you from the IFR traffic at whole thousands
You may NOT use IFR altitudes:
7,000 or 8,000 are IFR altitudes — not available while VFR-on-top
If ATC wants you at an IFR altitude, they’ll assign one, and you’re no longer VFR-on-top
The +500 is mandatory
The most common VFR-on-top error
The floor is still the IFR minimum:
Choose a VFR altitude that is at or above the MEA (or other applicable IFR minimum) for your route
If the MEA is 7,000 eastbound, your lowest legal VFR-on-top altitude is 7,500
The MEA doesn’t disappear because you’re VFR-on-top
Both rules together
The ceiling is below Class A:
VFR-on-top isn’t authorized in Class A, so 17,500 is the practical maximum
If the tops are higher, you need an IFR altitude in Class A — not VFR-on-top
A real limit in mountain and winter weather
Know the tops before you ask
Changing altitude while VFR-on-top:
You may change VFR altitudes (within any ATC restriction) as your course or the weather requires
Advise ATC before you change (the AIM’s note), and make the required report (below)
Pick the correct hemispheric altitude for the new course
Freedom, with a report
Below 3,000 AGL:
The hemispheric rule doesn’t apply below 3,000 feet AGL
But VFR-on-top at that altitude is unusual and the IFR minimum altitudes usually keep you higher anyway
Mostly academic
The MEA governs
The Required Reports While VFR-on-Top
VFR-on-top adds its own items to the IFR reporting list.
From AIM 5-3-3 (reports required at all times):
Any altitude change while operating VFR-on-top — this is its own line item on the “always” list
Make it before (or as) you change, consistent with the AIM’s note about traffic information
“N123AB, VFR-on-top, leaving 7,500 for 9,500”
Every change
Position reports (AIM 5-3-2):
Position reports at compulsory points are required for VFR-on-top aircraft when not in radar contact, just like any IFR flight
When VFR-on-top, include your actual altitude in the position report (since ATC hasn’t assigned one, they need to be told)
The report format is otherwise the same
“Over JENNA at 1420, VFR-on-top at 7,500, estimating LIT at 1450, DELTA next”
The “reaching VFR-on-top” report:
Required by the climb authorization (“report reaching VFR-on-top”)
Marks the transition from the IFR climb to VFR-on-top rules
Don’t forget it — ATC is waiting on it to release the IFR altitudes above you
The handoff report
Everything else on the IFR list:
The other “always” reports (missed approach, equipment failures, safety of flight, holding fixes, and so on) still apply
VFR-on-top doesn’t reduce the list — it adds to it
Still IFR
How to Leave VFR-on-Top
Getting out is as important as getting in — and it has a rule.
To descend through a layer (back into IMC):
You may NOT enter IMC while VFR-on-top — the authorization requires VFR conditions
Before descending into or through a layer, you need an IFR altitude assignment from ATC
“Center, N123AB, request descent to [altitude]” (or “request IFR altitude for the descent”)
ATC assigns an altitude; you’re now on a normal IFR altitude clearance and may enter IMC
Why the clearance is required:
The moment you enter cloud, you need IFR separation — which ATC wasn’t providing while you were VFR-on-top
ATC has to re-establish separation around an assigned altitude before you go in
The assignment is what restores the service
Ask early — before the layer, not in it
To continue at an IFR altitude in VMC:
You can also simply request an IFR altitude at any time (“request 8,000”) and give up VFR-on-top
Useful if traffic, weather ahead, or an upcoming Class A climb makes VFR-on-top impractical
Back to full IFR service
Your choice
To cancel IFR:
If you’re in VMC and want to proceed VFR, you can cancel IFR (“N123AB, cancel IFR”)
That ends the flight plan and all IFR services — a different thing from VFR-on-top
Don’t confuse “VFR-on-top” (still IFR) with “cancel IFR” (no longer IFR)
Two different radio calls, two different legal states
When the weather closes in:
If the layer rises or the tops build and you can no longer maintain VFR cloud clearance, you must act BEFORE losing VMC
Request an IFR altitude immediately; if necessary, climb or turn to stay VMC while you wait for it
Don’t drift into IMC on a VFR-on-top authorization
Coordinate before, not after
Lost Communications While VFR-on-Top
How 91.185 applies.
The VFR-conditions rule (91.185(b)):
If the comm failure occurs in VFR conditions — or if VFR conditions are encountered after the failure — continue the flight under VFR and land as soon as practicable
A VFR-on-top aircraft is, by definition, in VFR conditions
So with lost comms while VFR-on-top: continue VFR and land as soon as practicable
The VFR rule applies, not the IFR route/altitude rule
What “as soon as practicable” means:
Not “as soon as possible” — you don’t have to land at the nearest field
A suitable airport where you can land VFR within a reasonable time
Get on the ground and close out the flight plan (and let ATC know you’re down)
Judgment, not panic
If VMC can’t be maintained:
If after the failure you can no longer stay VMC (the layer closes), the IFR lost-comms rules apply (route by AVEF, altitude by the highest of MEA/expected/assigned, approach at the clearance limit)
Your “assigned” altitude in that case is a gray area (you were VFR-on-top with no assigned IFR altitude); the MEA and any ATC-restricted altitude are the conservative references
Squawk 7600, fly the route, and get on the ground
Plan for it before it happens
Why Pilots Use VFR-on-Top
The real benefits.
Commonly used to:
Fly above a stratus layer in smooth, clear air instead of in it
Stay out of icing conditions in the cloud layer
Get a better ride than the assigned IFR altitude offers
Take advantage of winds at a different altitude
Choose an altitude that’s clear of a layer top without a series of IFR altitude requests
Especially useful in:
Widespread stratiform layers with clear air above (the classic case)
Light-to-moderate traffic environments where see-and-avoid is manageable
Long cross-country IFR flights where the assigned altitude would be in cloud
Situations where you’d otherwise cancel IFR but want to keep the flight plan and the system
When NOT to use it:
Scattered or broken layers with building tops (you may not be able to maintain VMC)
Dense traffic areas where providing your own separation is a heavy workload
When the tops are near or above 17,500 (Class A)
When the destination is IMC and you’ll need an IFR descent anyway — it may be simpler to stay on an IFR altitude
Marginal VMC of any kind
VFR-on-Top vs. Cruise Clearance
Two clearances pilots confuse — side by side.
VFR-on-Top | Cruise Clearance | |
Altitudes | VFR altitudes (hemispheric + 500) | IFR altitudes — a block from the minimum IFR altitude to the cruise altitude |
Who picks | Pilot (within ATC restrictions) | Pilot, within the block |
Weather required | VMC — VFR visibility and cloud clearance | None — may be in IMC |
Separation | NOT provided by ATC (outside B/C/TRSA) — see-and-avoid | Provided by ATC — the block is protected |
Entering IMC | Not allowed without an IFR altitude assignment | Allowed — it’s IFR |
Approach authorization | None | Built in |
Re-climb | Change VFR altitudes freely (with a report) | A reported-vacated altitude requires a new clearance |
Still IFR? | Yes | Yes |
Typical use | Riding on top of a layer in VMC | Non-radar arrival to a quiet destination |
The essential difference:
Cruise clearance: IFR flight with altitude flexibility and ATC protection
VFR-on-top: IFR flight plan with VFR altitudes, VFR weather, and VFR separation responsibility
One keeps ATC’s separation; the other gives it up
Know which you’ve got
Worked Scenarios
Scenario 1 — the classic climb-through:
Departing under a 2,500-foot overcast, tops reported at 5,000, clear above; you’re eastbound on an airway with an MEA of 4,000
You request a climb to VFR-on-top. ATC: “Climb to and report reaching VFR-on-top; tops reported 5,000; if not on top by 7,000, maintain 7,000 and advise”
You break out at 5,200 with clear air above. The lowest eastbound VFR altitude, 5,500, is only 500 feet above the 5,000-foot tops — but Class E below 10,000 feet requires 1,000 feet above clouds, so 5,500 isn’t legal. You climb to 7,500 (eastbound VFR altitude, above the 4,000-foot MEA, and more than 1,000 feet above the tops) and report: “VFR-on-top at 7,500”
You’re now VFR-on-top: VFR altitude, VFR cloud clearance, your own separation, still IFR in the system
Approaching the destination (IMC below), you request an IFR altitude for the descent before reaching the layer; ATC assigns 6,000; you’re back on a normal IFR clearance and descend into the clouds
Scenario 2 — the layer that doesn’t break:
Same clearance, but at 7,000 you’re still in cloud
You maintain 7,000 (the alternative clearance) and advise: “N123AB, level 7,000, not on top”
ATC assigns an IFR altitude or a climb; you continue IFR
The alternative clearance did its job
Scenario 3 — the altitude error:
You’re VFR-on-top westbound and level at 8,000
That’s an IFR altitude — wrong. Westbound VFR-on-top must be an even thousand plus 500: 8,500 (or 6,500, if the MEA allows)
Correct it and report the change
The +500 is the whole point
Scenario 4 — the traffic reality:
VFR-on-top at 9,500 in Class E, Center calls traffic at your eleven o’clock, 3 miles, altitude indicates 9,500
ATC is not going to turn you or the other aircraft — that’s an advisory, not separation
You look, find the traffic, and maneuver as needed
This is what “see and avoid” means under VFR-on-top
Common Pilot Mistakes
Believing ATC is separating you from other traffic while VFR-on-top (outside B/C/TRSA, they aren’t — you are)
Using IFR altitudes (whole thousands) instead of VFR altitudes (+500)
Assuming IFR cloud-clearance rules apply (you must meet VFR minimums)
Descending into a layer without first obtaining an IFR altitude assignment
Choosing a VFR altitude below the MEA
Thinking VFR-on-top means IFR is canceled (it isn’t — and “cancel IFR” is a different call)
Expecting ATC to offer VFR-on-top (you must request it)
Not reporting reaching VFR-on-top, or not reporting altitude changes
Omitting your actual altitude from position reports while VFR-on-top
Requesting VFR-on-top with tops near or above 17,500 (Class A)
Not briefing the alternative clearance on a climb to VFR-on-top
Checkride Questions — With Answers
“What is VFR-on-top?”
An ATC authorization for an aircraft on an IFR flight plan to operate in VFR conditions at any appropriate VFR altitude, in place of an assigned IFR altitude. You remain IFR — routing, communications, reporting, and minimum IFR altitudes still apply — but you fly VFR altitudes and keep VFR weather minimums.
“Does ATC provide separation while you’re VFR-on-top?”
No — outside Class B, Class C, and TRSA airspace, ATC does not provide IFR separation to a VFR-on-top aircraft. You receive traffic advisories as workload permits and are responsible for see-and-avoid. In Class B/C/TRSA, controllers still separate per their procedures.
“What altitudes do you fly?”
VFR hemispheric altitudes per 91.159 — above 3,000 AGL, odd thousands + 500 eastbound, even thousands + 500 westbound, by magnetic course — at or above the IFR minimum altitudes for the route, and below Class A.
“What are your obligations under VFR-on-top?”
Fly an appropriate VFR altitude (91.159); comply with VFR visibility and cloud clearance (91.155); and comply with the IFR rules that still apply — minimum IFR altitudes, position reporting, communications, the cleared route, and adherence to the clearance.
“How do you get VFR-on-top?”
Request it — ATC can’t initiate it. In VMC, “request VFR-on-top.” Through a layer, “request climb to VFR-on-top”; ATC gives a tops report (or none available), asks you to report reaching VFR-on-top, and may add an alternative clearance if you’re not on top by a specified altitude.
“How do you leave it to descend through a layer?”
Request an IFR altitude assignment before entering the layer. You may not enter IMC while VFR-on-top; the assigned altitude restores IFR separation.
“Can you be VFR-on-top in Class A?”
No. ATC will not authorize VFR or VFR-on-top in Class A airspace.
“What reports are required while VFR-on-top?”
Report reaching VFR-on-top when the climb authorization requires it; report any altitude change while VFR-on-top (an AIM 5-3-3 “always” item); include your actual altitude in position reports; and make all the other IFR reports as usual.
“What’s the difference between VFR-on-top and a cruise clearance?”
VFR-on-top: VFR altitudes, VMC required, no ATC separation outside B/C/TRSA, no approach authorization. Cruise: a block of IFR altitudes, IMC allowed, ATC protects the block, approach authorization built in. Both remain IFR.
Final Thoughts
VFR-on-top is one of the most flexible — and most misunderstood — tools available to IFR pilots. Used correctly, it lets you ride in smooth, clear air above a layer while keeping your IFR flight plan, routing, and lost-comms protection. Used incorrectly, it leads to altitude violations, cloud-clearance violations, and — worst — a false belief that ATC is keeping you apart from other traffic when you’re actually on your own.
The rule to carry: VFR-on-top is IFR control with VFR rules for altitude, cloud clearance, and separation. You fly the +500 altitudes, you keep VFR weather minimums, you see and avoid, you stay above the IFR minimums, you request it (ATC won’t offer it), you report reaching it and every altitude change, and you get an IFR altitude before you go back into the clouds. Master that, and VFR-on-top becomes a powerful asset instead of a liability.
On the Written Test and Checkride
VFR-on-top appears on instrument writtens and orals. The most commonly tested topics:
The definition (IFR flight plan, VFR conditions, VFR altitude)
That ATC does NOT provide IFR separation (outside B/C/TRSA) — see-and-avoid is yours
VFR altitudes (+500) — never IFR altitudes
VFR weather minimums (91.155) and IFR minimum altitudes both apply
Requesting it; the climb-to-VFR-on-top procedure (tops report, report reaching, alternative clearance)
Not authorized in Class A
Leaving it (IFR altitude assignment before entering IMC)
VFR-on-top vs. cruise clearance
Quick Reference
VFR-on-Top:
IFR flight plan + VFR conditions + VFR altitude, in place of an assigned IFR altitude
Still IFR: routing, comms, reporting, minimum IFR altitudes, lost-comms procedures
VFR: altitude (+500), visibility and cloud clearance (91.155), and see-and-avoid separation
May be above, below, or between layers — anywhere VMC per 91.155 can be maintained
Separation (the inverted rule):
ATC does NOT provide IFR separation to a VFR-on-top aircraft outside Class B, Class C, and TRSA airspace
Traffic advisories as workload permits; see-and-avoid is yours
In B/C/TRSA, controllers still separate per their procedures
Fly it like VFR
The Three Obligations (AIM 4-4-8 e):
VFR hemispheric altitude (91.159) — east odd + 500, west even + 500, by magnetic course, above 3,000 AGL
VFR visibility and cloud clearance (91.155) for the airspace
All applicable IFR rules — minimum IFR altitudes, reporting, comms, route, clearance adherence
Advise ATC before any altitude change
Altitude Limits:
Floor: the IFR minimum altitude (MEA/MOCA where applicable/MCA/OROCA) — pick a VFR altitude at or above it
Ceiling: below Class A (not authorized at/above 18,000) — 17,500 is the practical max
Never a whole-thousand IFR altitude
Getting It:
You must REQUEST it — ATC can’t initiate (except a narrow noise-abatement case)
In VMC: “request VFR-on-top”
Through a layer: “request climb to VFR-on-top” → ATC gives a tops report (or “no tops report available”), “report reaching VFR-on-top,” and possibly a clearance limit, routing, and an alternative clearance if not on top by a specified altitude
Brief the alternative clearance before the climb
Required Reports:
“Reaching VFR-on-top” (when the authorization asks)
Any altitude change while VFR-on-top (AIM 5-3-3 “always” item)
Actual altitude in position reports
All other IFR reports as usual
Leaving It:
To enter IMC / descend through a layer: get an IFR altitude assignment FIRST
To return to IFR altitudes in VMC: request an altitude
To cancel IFR: a separate call (“cancel IFR”) — ends the flight plan; not the same as VFR-on-top
Weather closing in: request an IFR altitude before losing VMC
Lost Comms:
In VFR conditions: continue VFR and land as soon as practicable (91.185(b))
If VMC can’t be maintained: IFR lost-comms rules (route AVEF, altitude highest of MEA/expected/assigned — the MEA and any ATC-restricted altitude are the conservative references)
VFR-on-Top vs. Cruise:
VFR-on-Top | Cruise | |
Altitudes | VFR (+500) | IFR block |
Weather | VMC required | IMC allowed |
ATC separation | No (outside B/C/TRSA) | Yes |
Approach built in | No | Yes |
Key Principle:
VFR-on-top is IFR control with VFR rules for altitude, cloud clearance, and separation. You stay on your IFR clearance and route, but you fly the +500 VFR altitudes, keep VFR weather minimums, stay above the IFR minimums, stay out of Class A — and you provide your own separation, because ATC isn’t. Request it (ATC won’t offer it), report reaching it and every altitude change, and get an IFR altitude before you descend back into the clouds.
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Author: Nathan Hodell
CFI, CFII, MEI, ATP, Creator and CEO
Nathan is an aviation enthusiast with thousands of hours of flying and dual instruction over the past 15+ years. Through his aviation career he has been able to earn his ATP, fly as an airline pilot, own/operate flight schools, and create and host wifiCFI.