“Turn right heading 340, vector for inbound IFR traffic” was one of numerous delay vectors issued for arriving traffic at this busy reliever airport in the greater Dallas, Ft. Worth metropolitan area. The weather was marginal VFR making visual arrival procedures difficult as most inbound aircraft opted for the vectored approach procedure. It was an instant reminder of the vast skies and by contrast, the relatively small amount of pavement which we have to operate aircraft. And affirmed our decision for some extra fuel to manage those unplanned delays.
For controllers and pilots alike, we depend on the various mechanisms available to reduce separation standards and expedite arrivals and departures in order to make the air traffic control system work efficiently. if we didn’t have access to the variety of visual IFR procedures or the option for VFR flight, the system would quite simply be overwhelmed. Where the breakdowns and inefficiencies occur, can often be attributed to a lack of awareness on the part of pilots or failure to take advantage of our options for combining IFR and VFR flight.
Departures
It’s often more convenient to depart VFR and obtain your IFR clearance once airborne.
The recent initiative to publish direct telephone numbers to ATC facilities issuing clearances as well as the national flight service number (888-766-8267) have made obtaining IFR clearances on the ground less onerous. However, should there be inbound IFR traffic or multiple aircraft awaiting IFR releases, you could experience an untimely and unnecessary delay. If weather permits, you might consider a VFR departure with an IFR pick-up once airborne.
The cautionary note is to ensure you can safely and legally fly VFR while managing the additional tasks and potential complexities that come with receiving an IFR clearance. There’s also no guarantee of how quickly you may be able to obtain the clearance so you must be thoughtful in your route planning taking steps to avoid any restricted airspace, obstacles and of course, instrument conditions. Some local knowledge goes a long way in determining whether a VFR departure is a viable solution. Talk to the local pilots for some insight on how accommodating the local facilities may be.
If opting for an airborne clearance, do a little research to ensure you are tuned to the best frequency for the facility. There are a number of resources to assist you. Consult the approach chart for your departing airport to obtain the local approach/departure (or air route traffic control center) servicing the airport. Have equipment ready to copy your clearance, and keep in mind that you may not always receive the route filed.
And even when departing IFR, do remember at airports without published instrument departure procedures, you will still need to ensure that you can climb visually to a safe altitude. To determine a safe altitude, consult the Low Altitude En Route Charts (L-charts), a necessary part of your preflight preparation, which will allow you to determine minimum IFR altitudes for obstruction clearance.
If VFR conditions exist once you reach altitude, another option would be to cancel your IFR clearance entirely. You could still opt for VFR flight following if you wish to have ATC resources and services still available.
En Route
VFR-on-top can be requested instead of a traditional assigned altitude.
There is a tremendously underutilized IFR clearance option to fly visually while en-route known as VFR-on-top. A pilot on an IFR flight plan operating in VFR weather conditions, may request VFR-on-top instead of a traditional assigned altitude. The request must be initiated by the pilot and permits an altitude or flight level of the pilot’s choice subject to any additional ATC restrictions. This can be particularly helpful flying in the low to mid altitudes if you intend to avoid the rougher rides in and out of clouds or potential icing conditions as it permits operation above, below, or in between layers.
If you are interested in the VFR-on-top option, you can simply request a climb to VFR‐on‐top. The ATC clearance will then contain either a top report or a statement that no top report is available, and a request to report reaching VFR‐on‐top. By accepting the VFR-on-top clearance you must:
Fly at the appropriate VFR cruise altitude
Comply with basic VFR weather minimums
Comply with any other IFR rule (minimum altitude, position reporting, communication, course to be flown, etc). You should also advise ATC prior to any altitude change.
Additionally, pilots do have the discretion to combine an IFR and VFR flight plan to mitigate or take advantage of specific weather conditions on departure, arrival or while en-route. In this case you would plan to begin or end your IFR segment at a specific fix.
Approach and landings
In the event that your IFR clearance is necessary only to transition through a cloud layer or is limited to the terminal environment, many facilities will be able to accommodate your request without having to file a flight plan with Flight Service. This is sometimes referred to as a “pop-up IFR clearance.” State your request with ATC in a clear, concise, and confident manner, and you’re likely to receive a more accommodating response. ATC will need some basic data on the aircraft and confirmation that the aircraft and pilot are capable of the IFR clearance. A word of advice: don’t attempt “pop-up IFR clearances” in high density traffic areas or as a way to circumvent unfavorable routing.
A visual approach can be conducted with the airport or preceeding aircraft in sight.
When maneuvering for an approach under IFR, you may very well have the option to execute a visual approach which will certainly result in a more efficient arrival. A visual approach is conducted under IFR but authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport or the preceding aircraft in sight. Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. Since this is an IFR clearance, VFR cloud clearance requirements do not apply. Visual approaches may be initiated by ATC at towered airports, but pilots will be expected to indicate when the airport is in sight signifying they are in a position to accept the visual approach clearance. Visual approaches may also be requested by the pilot with the appropriate visual cues and must be requested by the pilot at non-towered facilities.
Pilots operating under IFR, provided they are clear of clouds and have at least 1-mile flight visibility, may request another visual procedure known as a contact approach. In order for a contact approach to be authorized, reported ground visibility must be at least 1 mile and the airport itself must have an instrument approach procedure.
Finally, for pilots operating to a non-towered airport, if VFR conditions exist, it is often more convenient and efficient to cancel IFR and proceed with a normal VFR traffic pattern and arrival. This will allow better blend or adapt to local VFR traffic flow and free up valuable airspace for any awaiting IFR departures. It also eliminates that embarrassing mistake of forgetting to come back to ATC or flight service to cancel your IFR clearance once you’re safely on the ground.
Word of caution
I typically reserve VFR departures with the intent of an IFR pick-up airborne in familiar areas – either my home airport or airports I use frequently where I’m confident airborne clearances can be easily accommodated and where I’m also familiar with terrain. It’s also wise to establish personal minimums for any form of visual request – whether that is a visual approach request or cancelling IFR and proceeding with your VFR arrival.
Take added caution in the additional tasks and unplanned routing that is always possible with airborne clearances.
Safe flying.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/05/05175754/Flying-out-of-Trouble-YT-Thumbnail-2.png10801920Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-02-24 08:55:442024-02-12 11:02:26Combining IFR and visual flight
Home flight simulators offer a wealth of training situations to sharpen a pilot’s aircraft operating skills. Instrument flying is one of the most valuable scenarios we can practice in a standard home simulator that will translate to the physical aircraft. Join Sporty’s own Chris McGonegle as he covers how to configure Instrument flights in Microsoft Flight Simulator 2020 and X-Plane 12.
Topics include
– Navigating MSFS and X-Plane 12
– Setting live weather
– Advantageous simulator scenarios
– Best practices to train rather than game
– Video of an Instrument approach down to minimums
https://media.flighttrainingcentral.com/wp-content/uploads/2022/09/30120146/Flight_sim_panel.webp9781864Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-02-23 14:00:222024-02-23 15:03:34Sporty’s webinar video: Using a Home Simulator for IFR Proficiency
You can’t fly a contact approach to Martin Field (S95) because it lacks any published approaches. What about flying a contact approach to Walla Walla (KALW) but breaking off to land at S95 when you have it in sight? Not unless you cancel IFR first. The AIM specifically states this practice is an inappropriate use of a contact approach.
A contact approach is probably the most versatile—and most underutilized—IFR tool. Like a visual approach, you’ll navigate to the airport visually and must remain clear of clouds with no minimum cloud distance. Unlike a visual approach, it only requires 1 SM visibility reported at the airport and you don’t need the airport in sight. You only need reasonable confidence that you can reach the airport visually.
There’s one additional requirement: The airport must have at least one functioning instrument approach. That’s best interpreted as “an approach you could legally fly.” So if the airport only has RNAV approaches and your GPS database is out of currency, requesting a contact approach is not allowed.
If weaving through clouds, close to the ground, with a mile of visibility and no airport in sight sounds sketchy—that’s because it is. Using a contact approach to scud run to an unfamiliar airport is asking for trouble. Doing so at night is a death wish. However, contact approaches can be the perfect tool with the right weather and airport configuration.
TIP – Most approaches require flight visibility above the published minimums. Contact approaches require the reported ground visibility to be at least 1 SM.
Pick Your Battles
Consider this scenario: You’re heading 100° direct to Hermiston, OR (KHRI). The airport is 6 miles ahead, but it’s obscured by a scattered to broken cloud layer. The KHRI ASOS reports 1500 feet broken with visibility of 10 miles.
You’re skimming the cloud tops at 3500 feet, which is 2900 feet AGL You ask Approach for lower, but the controller says you’re already at the MVA for the area so you can’t get lower.
You can’t request a visual approach because you don’t have the airport in sight, even though you know you’ll have it in sight once you maneuver past the scattered-to-broken cloud deck. You can’t cancel IFR, because you won’t be able to maintain VFR cloud clearance requirements. The only instrument approaches are from the southeast and would require flying to an IAF 15.5 NM past the airport only to turn around and come back.
Approval for a contact approach lets you make a legal, visual descent to land without fuss and while retaining your IFR status.
There are many other uses: Fog obscuring part of the airport but the rest is in the clear; the published approach is from the opposite direction of your arrival; you know the airport location by GPS, but you don’t see it yet; you want to generally follow a published approach course but want freedom to deviate at will to stay out of potentially icy or turbulent clouds … the list goes on.
The conditions must be good enough to stay visual, avoid obstacles, and find the airport. The flexibility you gain comes at the expense of the assured obstacle protection provided by a published approach.
Plan for a Missed Approach
It’s good practice to have terrain awareness active for any instrument approach, but it’s an especially important safeguard with contact approaches. Synthetic vision also helps with a more head-up view of hazards and airport location as you maneuver.
If you misjudge your ability to navigate visually, you’ll need a missed approach. There’s no specific procedure for that, but the most important step is climbing. You’ll also want to point toward the nearest obstacle-free area. Usually turning generally toward the airport you were trying to land at is a good start.
Stack the deck in your favor by briefing the most appropriate missed approach procedure from one of the airport’s published approaches. Those begin from the MAP, which is probably not where you’ll be when you abort the contact approach. Connect them by briefing the shortest, best path from your contact approach route to join the published missed approach procedure.
Another option is briefing the obstacle departure procedure as a missed approach plan. If the tops are low and the terrain is flat, a simple climb may be sufficient. Just ensure you have something at the ready. Or better yet, don’t make a contact approach if you’re not certain you’ll make it to the airport.
Request the Approach
Initiating a contact approach is entirely up to the pilot. Controllers are forbidden from suggesting one (just like they can’t suggest Special VFR). That’s probably because FAA legal gets hives while envisioning an endorsed scud-run operation.
Make your request to your Approach or Center controller before being cleared for a published approach by saying, “Request contact approach.” Include the runway you’d like to use when the destination is a towered airport. If the conditions and traffic permit, you’ll be given the clearance along with instructions for how to proceed if you’re unable to land successfully. Those instructions don’t imply obstacle clearance, so be sure that they conform with your missed approach plan and negotiate if necessary.
Because contact approaches are underutilized, there may be a delay while the controller asks the supervisor what a contact approach is. Be patient.
Navigate to the Airport
You may begin your descent once you’re cleared, unless ATC instructed otherwise.
The contact approach lacks any assurance of obstacle clearance. You must have an awareness of terrain and obstacles on your proposed path to the airport. A tall TV tower along your chosen visual path could really spoil your day. Use whatever tools you have in the cockpit to supplement your visual avoidance of obstacles and terrain.
You can also incorporate instrument guidance where possible. That could include following a portion of a published instrument approach or using the visual approach feature of your GPS.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/02/14111641/low-visibility.jpg6631008Pilot Workshopshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngPilot Workshops2024-02-21 14:00:572025-02-27 11:07:29Mastering Contact Approaches: A Practical Guide for IFR Pilots
For many, the thought of getting in instrument rating gives thoughts to flying an approach to minimums in hard IFR conditions after never seeing the ground since shortly after takeoff. Perhaps those thoughts include dealing with inclement weather, or even icing conditions. It harkens many to think of some of the most challenging flying pilots do in some of the most challenging conditions.
But this isn’t how it has to be. Instrument flying certification and skills can be something that a pilot can use even on good VFR weather flying days. The process, and the skill set that comes with being an instrument pilot, and even a proficient one, can be a set of tools that makes any flight safer and more predictable.
When I look back at my own flying that I have logged, I find that a relatively low percentage of the time is in actual IFR conditions. I regularly fly both personally, in some volunteer flying, and for some personal aircraft operators in conditions that we would go if the weather was IFR and safe to fly. But even with that “need to fly” sometimes, I find that a little less than 14% of my actual flying time in my now just over 30 years of flying has been in actual IFR conditions. Great amounts of the time, the conditions have been VFR.
This is not to say however that in the remainder of my flight experience I haven’t been operating under the IFR system when I fly. Those are different things, and, they are worth discussion when we consider why someone might want to become an IFR rated pilot or get back current if they have allowed those skills to lapse
Flying IFR but Maybe Not Always IN Actual IFR
Filing and flying in the IFR system doesn’t necessarily mean you are flying in the worst of weather. You can file and operate “IFR” even on good weather days.
There are lots of benefits to doing this. When flying IFR, ATC is working with you for the entire flight, from the clearance before you depart or slightly after you takeoff and pickup up a clearance in the air until you land, get close enough to your destination to cancel your IFR, or choose to cancel at some intermediate point. This means ATC is expecting you along a route.
This can be especially helpful when you are travelling to or from a busier airport. Getting sequenced into a busy Class D, C, or even B airport gets much easier when you are doing so on an IFR flight plan. Just “popping up” VFR outside their airspace boundaries and asking to come in can be more likely to get denied, or at least increase the operational challenge of mixing your desired flight into their normal operations. Being “in the system” gives ATC a heads up you are on the way and may even generate clearances back to you with adjusted routes to make your flight into or through particular airspaces and to or from destinations more efficient while at the same time avoiding potential traffic conflicts. In essence, you become a known quantity instead of a wildcard they have to manage.
Operating in the IFR system can offer lots of benefits when it comes to avoiding any TFRs, special use airspace, or when travelling to or from an international destination. You become a part of the system, not just a VFR target out there that ATC is hoping won’t get in the way of the traffic with whom they are working.
Those Marginal Days
Not every IFR flight will be “hard IFR to minimums.” In fact, most of them won’t be. For many IFR pilots, becoming IFR certificated is about allowing them to fly more safely and comfortably on those “marginal days.”
There are lots of days where there might be a couple thousand foot ceiling, and while you might be able to fly VFR below the clouds, scud running as many say, climbing through a thin layer to a higher altitude would put you on top in the clear. Having this extra altitude to go on top gives you more obstacle clearance, avoids a need to navigate visually in marginal conditions, and gets you away from the places where someone else might be doing exactly that.
Many times, IFR pilots keep higher personal minimums and basically only use their really hard IFR skills to climb through or descend through a layer to or from the enroute environment. There is nothing wrong with this at all! In fact, it is a great use of the IFR system to make your flight operations safer.
Learning More About Navigation and ATC Systems
There can be no doubt that becoming and IFR pilot or brushing up your dusty IFR skills makes you learn more about navigation and ATC systems. You learn more about how to navigate to or from locations using ground and satellite based navigation systems. You operate and coordinate more frequently with ATC personnel and other traffic. Becoming an IFR pilot introduces these systems to a pilot in much more detail than is accomplished in the private pilot training.
Knowing more about ATC systems and what navigation systems are available and how to use them simply makes a pilot more well rounded in their skills. While many of us operate mostly on GPS based navigation systems in our current system, even that has multiple different types of approaches, arrival and departure procedures, and processes we might use in our flight planning and operations.
More knowledge about these systems helps us navigate more efficiently, become more stabilized in our approaches to airports, understand better how ATC manages traffic flows, and keep ourselves from busting any airspaces along our travels. What can be bad about that?
Having Another Safety Layer in Your Flight Operations
I alluded to this earlier, but having ATC “watch your back” while you are operating under IFR clearances can also help coordinate your flight with other traffic. When in controlled airspace, IFR operations get ATC services for traffic separation. While we all do the best we can to look outside, and many of us have great traffic awareness systems in our aircraft, this doesn’t mean you will catch everything. Having ATC watching your flight path will give one more set of eyes to help alert you to any possible traffic conflicts.
There is additional safety added in the event that you encounter any in-flight abnormalities or emergencies. ATC knows where you are at all times, and if you need to divert, or in a worst case scenario, put the plane down somewhere in an emergency, you will already be in communication with ATC who could quickly rally some resources your way if needed.
The extra safety layer that ATC coordination when flying IFR is well worth having the skills and proficiency that allows you to take advantage of this service.
A friend used to say, becoming a private pilot teaches you to fly. Getting an instrument rating makes you a pilot. I kind of agree.
I don’t mean this to degrade anyone who isn’t an IFR pilot, but there is no doubt that becoming an IFR pilot and keeping those skills strong adds some degree of well-rounding to a pilot’s skill set. Many pilots have flown years and years safely without an instrument rating. But few who have instrument skills and fly actively have said those skills were not worth having.
Even if you don’t plan to fly in IMC conditions regularly, or even at all, strong instrument rating skills can only make you a better pilot.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/03/05180054/Introduction-to-Instrument-Flying-2.png9681721Jason Blairhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngJason Blair2024-02-19 08:55:532024-01-22 14:15:39Round Out Your Pilot Skills with an Instrument Rating
In this exerpt from Advanced IFR, by Pilot Workshops, follow along on this IFR flight from Springfield, CO (8V7) to Denver, CO (APA). The 100nm flight will depart just after sunset. The flight preparation will include selecting a Standard Terminal Arrival Procedure (STAR) into the congested Denver area airspace. There are 11 procedures to choose from into the Centennial Airport. STARs may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to “expect.” Learn to the nuances of selecting an appropriate STAR from Pilot Workshops.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/02/07105952/choosing-a-STAR.png6521240Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-02-18 08:55:402024-02-07 11:00:53Choosing an IFR arrival procedure (STAR) — Advanced IFR, by Pilot Workshops
As part of Sporty’s IFR Month, a four week focus on the challenges and rewards of instrument flying, Sporty’s CFI team is answering a series of IFR-related questions, or FAQs. Questions are answered daily on the IFR Month homepage. Top questions for the week include:
What are the cumpulsory IFR reporting points?
Compulsory IFR reporting points on FAA, as well as Jeppesen, charts are indicated by solid triangles. Pilots are able to discontinue reporting compulsory points when informed by ATC that the aircraft is in “radar contact.”
Additionally, a pilot should report any of the following events::
When vacating any previously assigned altitude or flight level for a newly assigned altitude or flight level (AIM 5-3-3)
When an altitude change will be made if operating on a clearance specifying VFR-on-top. (AIM 5-3-3)
When unable to climb/descent at a rate of at least 500 feet per minute.(AIM 5-3-3)
Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan. (AIM 5-3-3)
The time and altitude or flight level upon reaching a holding fix or point to which cleared. (AIM 5-3-3)
When leaving any assigned holding fix or point. (AIM 5-3-3)
Any information relating to the safety of flight. (AIM 5-3-3)
The time and altitude of passing each designated reporting point, or the reporting points specified by ATC, except that while the aircraft is under radar control only the passing of those reporting points specifically requested by ATC need be reported. (FAR 91.183)
Any other information relating to the safety of flight. (FAR 91.183)
What to do if communications are lost under IFR?
If unable to communicate with ATC during Instrument flight, first try to reestablish contact via multiple methods:
Try to contact ATC on the previous frequency.
Try using another COMM radio if you have one installed.
If another aircraft is on the frequency and can hear you, It may be possible to communicate with ATC through this other aircraft.
Check your chart or GPS for the nearest ATC frequency.
Try calling ATC over the emergency frequency: 121.500.
Approaches, holding and tracking are all required for IFR currency.
How do I stay IFR current?
Six instrument approaches
One holding procedure and tasks
Intercepting and tracking courses through the use of navigation electronic systems.
These tasks must be performed and logged within the previous six calendar months in order to stay Instrument Current. In the timeline below, the pilot will lose instrument currency on September 1st due to the previous six calendar months including four approaches rather than the needed six.
What’s the difference between VFR, MVFR, IFR, and LIFR weather?
These four categories of flight classify four separate weather conditions. Each is defined by varying ceilings and visibility. They stand for Visual Flight Rules, Marginal Flight Rules, Instrument Flight Rules, and Low Instrument Flight Rules.
VFR = Ceilings greater than 3,000’ AGL and visibility greater than 5 miles
MVFR = Ceilings between 1,000’ and 3,000’ AGL and/or visibility between 3 to 5 miles.
IFR = Ceilings between 500’ and 999’ AGL and/or visibility between 1 and 3 miles.
LIFR = Ceilings below 500’ and/or visibility less than 1 mile.
https://media.flighttrainingcentral.com/wp-content/uploads/2017/10/05175026/Cirrus-cockpit-clouds.jpg450800Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-02-17 14:00:172024-02-15 16:34:49Instrument Flying (IFR) FAQs – top questions this week
Combining IFR and visual flight
/in Tips and technique/by Eric Radtke“Turn right heading 340, vector for inbound IFR traffic” was one of numerous delay vectors issued for arriving traffic at this busy reliever airport in the greater Dallas, Ft. Worth metropolitan area. The weather was marginal VFR making visual arrival procedures difficult as most inbound aircraft opted for the vectored approach procedure. It was an instant reminder of the vast skies and by contrast, the relatively small amount of pavement which we have to operate aircraft. And affirmed our decision for some extra fuel to manage those unplanned delays.
For controllers and pilots alike, we depend on the various mechanisms available to reduce separation standards and expedite arrivals and departures in order to make the air traffic control system work efficiently. if we didn’t have access to the variety of visual IFR procedures or the option for VFR flight, the system would quite simply be overwhelmed. Where the breakdowns and inefficiencies occur, can often be attributed to a lack of awareness on the part of pilots or failure to take advantage of our options for combining IFR and VFR flight.
Departures
It’s often more convenient to depart VFR and obtain your IFR clearance once airborne.
The recent initiative to publish direct telephone numbers to ATC facilities issuing clearances as well as the national flight service number (888-766-8267) have made obtaining IFR clearances on the ground less onerous. However, should there be inbound IFR traffic or multiple aircraft awaiting IFR releases, you could experience an untimely and unnecessary delay. If weather permits, you might consider a VFR departure with an IFR pick-up once airborne.
The cautionary note is to ensure you can safely and legally fly VFR while managing the additional tasks and potential complexities that come with receiving an IFR clearance. There’s also no guarantee of how quickly you may be able to obtain the clearance so you must be thoughtful in your route planning taking steps to avoid any restricted airspace, obstacles and of course, instrument conditions. Some local knowledge goes a long way in determining whether a VFR departure is a viable solution. Talk to the local pilots for some insight on how accommodating the local facilities may be.
If opting for an airborne clearance, do a little research to ensure you are tuned to the best frequency for the facility. There are a number of resources to assist you. Consult the approach chart for your departing airport to obtain the local approach/departure (or air route traffic control center) servicing the airport. Have equipment ready to copy your clearance, and keep in mind that you may not always receive the route filed.
And even when departing IFR, do remember at airports without published instrument departure procedures, you will still need to ensure that you can climb visually to a safe altitude. To determine a safe altitude, consult the Low Altitude En Route Charts (L-charts), a necessary part of your preflight preparation, which will allow you to determine minimum IFR altitudes for obstruction clearance.
If VFR conditions exist once you reach altitude, another option would be to cancel your IFR clearance entirely. You could still opt for VFR flight following if you wish to have ATC resources and services still available.
En Route
VFR-on-top can be requested instead of a traditional assigned altitude.
There is a tremendously underutilized IFR clearance option to fly visually while en-route known as VFR-on-top. A pilot on an IFR flight plan operating in VFR weather conditions, may request VFR-on-top instead of a traditional assigned altitude. The request must be initiated by the pilot and permits an altitude or flight level of the pilot’s choice subject to any additional ATC restrictions. This can be particularly helpful flying in the low to mid altitudes if you intend to avoid the rougher rides in and out of clouds or potential icing conditions as it permits operation above, below, or in between layers.
If you are interested in the VFR-on-top option, you can simply request a climb to VFR‐on‐top. The ATC clearance will then contain either a top report or a statement that no top report is available, and a request to report reaching VFR‐on‐top. By accepting the VFR-on-top clearance you must:
Additionally, pilots do have the discretion to combine an IFR and VFR flight plan to mitigate or take advantage of specific weather conditions on departure, arrival or while en-route. In this case you would plan to begin or end your IFR segment at a specific fix.
Approach and landings
In the event that your IFR clearance is necessary only to transition through a cloud layer or is limited to the terminal environment, many facilities will be able to accommodate your request without having to file a flight plan with Flight Service. This is sometimes referred to as a “pop-up IFR clearance.” State your request with ATC in a clear, concise, and confident manner, and you’re likely to receive a more accommodating response. ATC will need some basic data on the aircraft and confirmation that the aircraft and pilot are capable of the IFR clearance. A word of advice: don’t attempt “pop-up IFR clearances” in high density traffic areas or as a way to circumvent unfavorable routing.
A visual approach can be conducted with the airport or preceeding aircraft in sight.
When maneuvering for an approach under IFR, you may very well have the option to execute a visual approach which will certainly result in a more efficient arrival. A visual approach is conducted under IFR but authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport or the preceding aircraft in sight. Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. Since this is an IFR clearance, VFR cloud clearance requirements do not apply. Visual approaches may be initiated by ATC at towered airports, but pilots will be expected to indicate when the airport is in sight signifying they are in a position to accept the visual approach clearance. Visual approaches may also be requested by the pilot with the appropriate visual cues and must be requested by the pilot at non-towered facilities.
Pilots operating under IFR, provided they are clear of clouds and have at least 1-mile flight visibility, may request another visual procedure known as a contact approach. In order for a contact approach to be authorized, reported ground visibility must be at least 1 mile and the airport itself must have an instrument approach procedure.
Finally, for pilots operating to a non-towered airport, if VFR conditions exist, it is often more convenient and efficient to cancel IFR and proceed with a normal VFR traffic pattern and arrival. This will allow better blend or adapt to local VFR traffic flow and free up valuable airspace for any awaiting IFR departures. It also eliminates that embarrassing mistake of forgetting to come back to ATC or flight service to cancel your IFR clearance once you’re safely on the ground.
Word of caution
I typically reserve VFR departures with the intent of an IFR pick-up airborne in familiar areas – either my home airport or airports I use frequently where I’m confident airborne clearances can be easily accommodated and where I’m also familiar with terrain. It’s also wise to establish personal minimums for any form of visual request – whether that is a visual approach request or cancelling IFR and proceeding with your VFR arrival.
Take added caution in the additional tasks and unplanned routing that is always possible with airborne clearances.
Safe flying.
Sporty’s webinar video: Using a Home Simulator for IFR Proficiency
/in Webinars/by Flight Training Central StaffHome flight simulators offer a wealth of training situations to sharpen a pilot’s aircraft operating skills. Instrument flying is one of the most valuable scenarios we can practice in a standard home simulator that will translate to the physical aircraft. Join Sporty’s own Chris McGonegle as he covers how to configure Instrument flights in Microsoft Flight Simulator 2020 and X-Plane 12.
Topics include
– Navigating MSFS and X-Plane 12
– Setting live weather
– Advantageous simulator scenarios
– Best practices to train rather than game
– Video of an Instrument approach down to minimums
Mastering Contact Approaches: A Practical Guide for IFR Pilots
/in Tips and technique/by Pilot WorkshopsEditor’s Note: The following scenario is from the IFR Procedures Manual from Pilot Workshops.
Understand What’s Required
You can’t fly a contact approach to Martin Field (S95) because it lacks any published approaches. What about flying a contact approach to Walla Walla (KALW) but breaking off to land at S95 when you have it in sight? Not unless you cancel IFR first. The AIM specifically states this practice is an inappropriate use of a contact approach.
A contact approach is probably the most versatile—and most underutilized—IFR tool. Like a visual approach, you’ll navigate to the airport visually and must remain clear of clouds with no minimum cloud distance. Unlike a visual approach, it only requires 1 SM visibility reported at the airport and you don’t need the airport in sight. You only need reasonable confidence that you can reach the airport visually.
There’s one additional requirement: The airport must have at least one functioning instrument approach. That’s best interpreted as “an approach you could legally fly.” So if the airport only has RNAV approaches and your GPS database is out of currency, requesting a contact approach is not allowed.
If weaving through clouds, close to the ground, with a mile of visibility and no airport in sight sounds sketchy—that’s because it is. Using a contact approach to scud run to an unfamiliar airport is asking for trouble. Doing so at night is a death wish. However, contact approaches can be the perfect tool with the right weather and airport configuration.
TIP – Most approaches require flight visibility above the published minimums. Contact approaches require the reported ground visibility to be at least 1 SM.
Pick Your Battles
Consider this scenario: You’re heading 100° direct to Hermiston, OR (KHRI). The airport is 6 miles ahead, but it’s obscured by a scattered to broken cloud layer. The KHRI ASOS reports 1500 feet broken with visibility of 10 miles.
You’re skimming the cloud tops at 3500 feet, which is 2900 feet AGL You ask Approach for lower, but the controller says you’re already at the MVA for the area so you can’t get lower.
You can’t request a visual approach because you don’t have the airport in sight, even though you know you’ll have it in sight once you maneuver past the scattered-to-broken cloud deck. You can’t cancel IFR, because you won’t be able to maintain VFR cloud clearance requirements. The only instrument approaches are from the southeast and would require flying to an IAF 15.5 NM past the airport only to turn around and come back.
Approval for a contact approach lets you make a legal, visual descent to land without fuss and while retaining your IFR status.
There are many other uses: Fog obscuring part of the airport but the rest is in the clear; the published approach is from the opposite direction of your arrival; you know the airport location by GPS, but you don’t see it yet; you want to generally follow a published approach course but want freedom to deviate at will to stay out of potentially icy or turbulent clouds … the list goes on.
The conditions must be good enough to stay visual, avoid obstacles, and find the airport. The flexibility you gain comes at the expense of the assured obstacle protection provided by a published approach.
Plan for a Missed Approach
It’s good practice to have terrain awareness active for any instrument approach, but it’s an especially important safeguard with contact approaches. Synthetic vision also helps with a more head-up view of hazards and airport location as you maneuver.
If you misjudge your ability to navigate visually, you’ll need a missed approach. There’s no specific procedure for that, but the most important step is climbing. You’ll also want to point toward the nearest obstacle-free area. Usually turning generally toward the airport you were trying to land at is a good start.
Stack the deck in your favor by briefing the most appropriate missed approach procedure from one of the airport’s published approaches. Those begin from the MAP, which is probably not where you’ll be when you abort the contact approach. Connect them by briefing the shortest, best path from your contact approach route to join the published missed approach procedure.
Another option is briefing the obstacle departure procedure as a missed approach plan. If the tops are low and the terrain is flat, a simple climb may be sufficient. Just ensure you have something at the ready. Or better yet, don’t make a contact approach if you’re not certain you’ll make it to the airport.
Request the Approach
Initiating a contact approach is entirely up to the pilot. Controllers are forbidden from suggesting one (just like they can’t suggest Special VFR). That’s probably because FAA legal gets hives while envisioning an endorsed scud-run operation.
Make your request to your Approach or Center controller before being cleared for a published approach by saying, “Request contact approach.” Include the runway you’d like to use when the destination is a towered airport. If the conditions and traffic permit, you’ll be given the clearance along with instructions for how to proceed if you’re unable to land successfully. Those instructions don’t imply obstacle clearance, so be sure that they conform with your missed approach plan and negotiate if necessary.
Because contact approaches are underutilized, there may be a delay while the controller asks the supervisor what a contact approach is. Be patient.
Navigate to the Airport
You may begin your descent once you’re cleared, unless ATC instructed otherwise.
The contact approach lacks any assurance of obstacle clearance. You must have an awareness of terrain and obstacles on your proposed path to the airport. A tall TV tower along your chosen visual path could really spoil your day. Use whatever tools you have in the cockpit to supplement your visual avoidance of obstacles and terrain.
You can also incorporate instrument guidance where possible. That could include following a portion of a published instrument approach or using the visual approach feature of your GPS.
Round Out Your Pilot Skills with an Instrument Rating
/in Tips and technique/by Jason BlairFor many, the thought of getting in instrument rating gives thoughts to flying an approach to minimums in hard IFR conditions after never seeing the ground since shortly after takeoff. Perhaps those thoughts include dealing with inclement weather, or even icing conditions. It harkens many to think of some of the most challenging flying pilots do in some of the most challenging conditions.
But this isn’t how it has to be. Instrument flying certification and skills can be something that a pilot can use even on good VFR weather flying days. The process, and the skill set that comes with being an instrument pilot, and even a proficient one, can be a set of tools that makes any flight safer and more predictable.
When I look back at my own flying that I have logged, I find that a relatively low percentage of the time is in actual IFR conditions. I regularly fly both personally, in some volunteer flying, and for some personal aircraft operators in conditions that we would go if the weather was IFR and safe to fly. But even with that “need to fly” sometimes, I find that a little less than 14% of my actual flying time in my now just over 30 years of flying has been in actual IFR conditions. Great amounts of the time, the conditions have been VFR.
This is not to say however that in the remainder of my flight experience I haven’t been operating under the IFR system when I fly. Those are different things, and, they are worth discussion when we consider why someone might want to become an IFR rated pilot or get back current if they have allowed those skills to lapse
Flying IFR but Maybe Not Always IN Actual IFR
Filing and flying in the IFR system doesn’t necessarily mean you are flying in the worst of weather. You can file and operate “IFR” even on good weather days.
There are lots of benefits to doing this. When flying IFR, ATC is working with you for the entire flight, from the clearance before you depart or slightly after you takeoff and pickup up a clearance in the air until you land, get close enough to your destination to cancel your IFR, or choose to cancel at some intermediate point. This means ATC is expecting you along a route.
This can be especially helpful when you are travelling to or from a busier airport. Getting sequenced into a busy Class D, C, or even B airport gets much easier when you are doing so on an IFR flight plan. Just “popping up” VFR outside their airspace boundaries and asking to come in can be more likely to get denied, or at least increase the operational challenge of mixing your desired flight into their normal operations. Being “in the system” gives ATC a heads up you are on the way and may even generate clearances back to you with adjusted routes to make your flight into or through particular airspaces and to or from destinations more efficient while at the same time avoiding potential traffic conflicts. In essence, you become a known quantity instead of a wildcard they have to manage.
Operating in the IFR system can offer lots of benefits when it comes to avoiding any TFRs, special use airspace, or when travelling to or from an international destination. You become a part of the system, not just a VFR target out there that ATC is hoping won’t get in the way of the traffic with whom they are working.
Those Marginal Days
Not every IFR flight will be “hard IFR to minimums.” In fact, most of them won’t be. For many IFR pilots, becoming IFR certificated is about allowing them to fly more safely and comfortably on those “marginal days.”
There are lots of days where there might be a couple thousand foot ceiling, and while you might be able to fly VFR below the clouds, scud running as many say, climbing through a thin layer to a higher altitude would put you on top in the clear. Having this extra altitude to go on top gives you more obstacle clearance, avoids a need to navigate visually in marginal conditions, and gets you away from the places where someone else might be doing exactly that.
Many times, IFR pilots keep higher personal minimums and basically only use their really hard IFR skills to climb through or descend through a layer to or from the enroute environment. There is nothing wrong with this at all! In fact, it is a great use of the IFR system to make your flight operations safer.
Learning More About Navigation and ATC Systems
There can be no doubt that becoming and IFR pilot or brushing up your dusty IFR skills makes you learn more about navigation and ATC systems. You learn more about how to navigate to or from locations using ground and satellite based navigation systems. You operate and coordinate more frequently with ATC personnel and other traffic. Becoming an IFR pilot introduces these systems to a pilot in much more detail than is accomplished in the private pilot training.
Knowing more about ATC systems and what navigation systems are available and how to use them simply makes a pilot more well rounded in their skills. While many of us operate mostly on GPS based navigation systems in our current system, even that has multiple different types of approaches, arrival and departure procedures, and processes we might use in our flight planning and operations.
More knowledge about these systems helps us navigate more efficiently, become more stabilized in our approaches to airports, understand better how ATC manages traffic flows, and keep ourselves from busting any airspaces along our travels. What can be bad about that?
Having Another Safety Layer in Your Flight Operations
I alluded to this earlier, but having ATC “watch your back” while you are operating under IFR clearances can also help coordinate your flight with other traffic. When in controlled airspace, IFR operations get ATC services for traffic separation. While we all do the best we can to look outside, and many of us have great traffic awareness systems in our aircraft, this doesn’t mean you will catch everything. Having ATC watching your flight path will give one more set of eyes to help alert you to any possible traffic conflicts.
There is additional safety added in the event that you encounter any in-flight abnormalities or emergencies. ATC knows where you are at all times, and if you need to divert, or in a worst case scenario, put the plane down somewhere in an emergency, you will already be in communication with ATC who could quickly rally some resources your way if needed.
The extra safety layer that ATC coordination when flying IFR is well worth having the skills and proficiency that allows you to take advantage of this service.
A friend used to say, becoming a private pilot teaches you to fly. Getting an instrument rating makes you a pilot. I kind of agree.
I don’t mean this to degrade anyone who isn’t an IFR pilot, but there is no doubt that becoming an IFR pilot and keeping those skills strong adds some degree of well-rounding to a pilot’s skill set. Many pilots have flown years and years safely without an instrument rating. But few who have instrument skills and fly actively have said those skills were not worth having.
Even if you don’t plan to fly in IMC conditions regularly, or even at all, strong instrument rating skills can only make you a better pilot.
Choosing an IFR arrival procedure (STAR) — Advanced IFR, by Pilot Workshops
/in IFR flying, Video Tips/by Flight Training Central StaffIn this exerpt from Advanced IFR, by Pilot Workshops, follow along on this IFR flight from Springfield, CO (8V7) to Denver, CO (APA). The 100nm flight will depart just after sunset. The flight preparation will include selecting a Standard Terminal Arrival Procedure (STAR) into the congested Denver area airspace. There are 11 procedures to choose from into the Centennial Airport. STARs may have mandatory speeds and/or crossing altitudes published. Other STARs may have planning information depicted to inform pilots what clearances or restrictions to “expect.” Learn to the nuances of selecting an appropriate STAR from Pilot Workshops.
Learn more about the Advanced IFR course from Pilot Workshops.
Instrument Flying (IFR) FAQs – top questions this week
/in IFR flying/by Flight Training Central StaffAs part of Sporty’s IFR Month, a four week focus on the challenges and rewards of instrument flying, Sporty’s CFI team is answering a series of IFR-related questions, or FAQs. Questions are answered daily on the IFR Month homepage. Top questions for the week include:
What are the cumpulsory IFR reporting points?
Additionally, a pilot should report any of the following events::
What to do if communications are lost under IFR?
If unable to communicate with ATC during Instrument flight, first try to reestablish contact via multiple methods:
Approaches, holding and tracking are all required for IFR currency.
How do I stay IFR current?
These tasks must be performed and logged within the previous six calendar months in order to stay Instrument Current. In the timeline below, the pilot will lose instrument currency on September 1st due to the previous six calendar months including four approaches rather than the needed six.
What’s the difference between VFR, MVFR, IFR, and LIFR weather?
These four categories of flight classify four separate weather conditions. Each is defined by varying ceilings and visibility. They stand for Visual Flight Rules, Marginal Flight Rules, Instrument Flight Rules, and Low Instrument Flight Rules.
To view all of the IFR FAQs, visit sportys.com/IFR.