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
Instrument-rated pilots are required to perform and log holding procedures at least once every six months, along with six instrument approaches and intercepting/tracking navigation courses to maintain IFR currency. Most pilots hit their peak of holding proficiency during instrument training, but the details tend to fade over time since holding procedures are rarely flown.
Sporty’s Instrument Rating Course, interactive scenario series includes holding entry procedures to help pilots learn the concept and maintain proficiency. Test your holding knowledge with these interactive scenarios:
https://media.flighttrainingcentral.com/wp-content/uploads/2024/02/06193246/holding-entry-with-heading-indicator.png7201280Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-02-17 08:55:112024-02-07 10:41:59IFR holding pattern interactive scenarios
Departures always require careful planning. Add mountainous terrain, instrument conditions (IMC), or any condition requiring maximum performance from the aircraft, and the stakes are even higher. Factors in departure planning will vary based on the class of aircraft one is flying (piston single, twin, jet, etc.), but there are common considerations that should be followed by all. One rule is to allow plenty of planning time, consider alternates even in good weather, and accept the fact that the best option very well could be to fly another day.
One aspect of IFR departurs is to accept the fact that the best option very well could be to fly another day.
First, use a Sectional Chart or sattelite imagery (even for IFR pilots) to get the “big picture” of surrounding terrain and potential obstructions. As they say, a picture is worth a thousand words, and you need a VFR chart to get that snapshot. The Sectional view also will give you an indication of the possibility of turbulence, by virtue of your departure path’s proximity to higher terrain and how the wind is blowing across those ridges. Take the opportunity to see where the more hospitable terrain is located and consider planning your departure in that direction.
A look at the Sectional Chart near Rifle and Eagle, CO indicate challenging elevations in all directions.
Departure procedures are designed primarily to provide obstacle clearance.
Next, determine whether a departure procedure is available for your airport. Departure procedures are designed primarily to provide obstacle clearance and should be used when published. These procedures come in two varieties: Obstacle Departure Procedures (ODPs) and Standard Instrument Departures (SIDs). SIDs are ATC procedures and always are printed graphically. ODPs can be printed graphically or textually. Departure procedures will be listed by airport in the IFR “Takeoff Minimums and Departure Procedures” section of the Terminal Procedures Publication (TPPs), or approach charts. If the procedure is textual, it will be described in section C of the approach charts; if an ODP has been developed solely for obstacle avoidance, it will be indicated with a “T” symbol on related instrument approach charts.
ODPs should be considered mandatory in any type of marginal conditions or at unfamiliar airports. Provided nothing else has been specifically assigned, ODPs may be flown without an ATC clearance. An important point surrounding the creation of departure procedures is that they assume normal aircraft performance and likely will require climb gradients steeper than those to which you are accustomed so double check your takeoff performance especially at high density altitude. It is up to you as the PIC to determine whether you can comply with the procedural requirements (for your own good) and to consider contingency plans.
At airports without published instrument approach/departure procedures, you will 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.
Minimum En Route Altitudes (MEAs) or Minimum Obstruction Clearance Altitudes (MOCAs) are used for published routes, while Off-Route Obstruction Clearance Altitudes (OROCAs) are used for non-published routing. When departing an unfamiliar airport, reaching a published route at or above the MEA is always the safest bet even if it means a circling climb over the airport. It assures not only obstacle clearance, but also acceptable navigation and communication coverage with ATC. Published routes typically follow more friendly terrain, affording you more options for contingencies. MOCAs are lower altitudes that provide the same assurance of obstacle clearance as an MEA but only guarantee navigation coverage within 22nm of the VOR.
The low altitude enroute chart near Rifle Garfield County indicates MEAs and ORACAs above 10,000 feet.
In the event that you’re flying a direct, non-published route, keep in mind that OROCAs almost always will be higher than published MEAs and make no guarantee of ATC communication, radar or navigation coverage–nor do they consider the prospect of more challenging terrain.
The altitudes discussed so far work well when everything is performing normally, but what if something goes wrong? For dealing with emergencies following departure, the target altitude should be the Minimum Safe Altitude (MSA) published on the approach chart. The MSA provides at least 1,000 feet of clearance within a specified distance from the fix upon which a procedure is based. MSAs often are divided into sectors to provide greater flexibility, so take care in the preflight planning to ensure you have the right target altitude in mind, based on flight direction. While studying the approach chart, look for notices that may include advisories related to terrain.
Given the many books, videos and articles produced on weather considerations for departure, there is not sufficient room here to give the topic its deserved attention and respect. That being said, a thorough weather briefing is imperative. The eastern mountains tend to have more complicated weather patterns, which can include mountain obscurations, IFR conditions and slow-moving fronts. Turbulence, as well as updrafts and downdrafts, are of obvious concern near mountainous terrain. Remain upwind of ridges when possible or avoid being downwind and in close proximity to them.
Downdrafts can exceed the climb capability of aircraft. If experiencing a severe downdraft, try to visualize the wind pattern and make a turn out of the downdraft and toward lower terrain. Do not hesitate to use your emergency authority to leave your route if conditions deteriorate rapidly. The winds aloft information and pilot reports will provide good insight as to how the wind might be interacting with ridges.
Downdrafts can exceed the climb capability of aircraft.
In addition to turbulence considerations, utilize METARs, TAFs, and other forecasts to help gain a better understanding of current and forecasted conditions. I find the TAF Forecast Discussions particularly helpful, as they provide candid remarks from the forecaster as to how the report was created, factors considered, and even confidence level in the reports issued for the area.
When preparing to fly your departure, a clearance issued on the ground is always preferred. This is one less task to accomplish in the air and gives you the opportunity to establish airborne communication and radar contact more quickly. ATC does a great job of steering you away from trouble when they are in contact.
The word of caution worth repeating regarding airborne clearance is to be absolutely certain you can climb to an altitude, in visual conditions, that will ensure obstacle clearance and communication with ATC. Plan for a published route, even if this means extra mileage.
The widespread availability of terrain data on installed avionics, as well as on portables and iPads, makes it foolish not to invest in this technology if you’re flying in mountainous terrain. This information is invaluable when you can’t see what’s in front of you.
Finally, in mountainous terrain or challenging conditions, always depart as light as possible and build in extra margin for weather. This will enable your aircraft to achieve greater performance and will offer more alternatives if things don’t go as planned. Also, flying earlier in the day is generally a better option to avoid convective activity.
In mountainous terrain or challenging conditions, always depart as light as possible
Talk to the locals. Pilots sitting at the FBO have a wealth of information and insight that you won’t find published anywhere–a preferred route out of a certain area, unique ATC procedures, or even verbiage helpful in obtaining a clearance. Challenging departures are not the time to be overconfident—or shy about seeking help.
https://media.flighttrainingcentral.com/wp-content/uploads/2024/02/02144714/KEGE-Eagle-County-Regional-1-l-chart.jpeg8761306Eric Radtkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngEric Radtke2024-02-16 08:55:422024-02-02 14:53:26Planning an IFR departure
It’s something all pilots have to do during training for an instrument rating — pass the FAA Knowledge Test. While this test has gotten a bad rap over the years from some, the reality is it’s a non-event when you approach it with the proper mindset and use the right study tools. In this webinar video, veteran instructor and course developer, Bret Koebbe, will show how to use tried and true study methods using Sporty’s Instrument Rating Course to make the process an engaging and meaningful learning experience, and not just another exercise in rote memorization.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/09/11121230/Test-prep-laptop-2-scaled.jpg17082560Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-02-15 14:00:182024-02-15 11:50:49Sporty’s webinar video: How to Pass the FAA Instrument Written
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.
IFR holding pattern interactive scenarios
/in IFR flying, Video Tips/by Flight Training Central StaffInstrument-rated pilots are required to perform and log holding procedures at least once every six months, along with six instrument approaches and intercepting/tracking navigation courses to maintain IFR currency. Most pilots hit their peak of holding proficiency during instrument training, but the details tend to fade over time since holding procedures are rarely flown.
Sporty’s Instrument Rating Course, interactive scenario series includes holding entry procedures to help pilots learn the concept and maintain proficiency. Test your holding knowledge with these interactive scenarios:
Planning an IFR departure
/in IFR flying, Tips and technique/by Eric RadtkeDepartures always require careful planning. Add mountainous terrain, instrument conditions (IMC), or any condition requiring maximum performance from the aircraft, and the stakes are even higher. Factors in departure planning will vary based on the class of aircraft one is flying (piston single, twin, jet, etc.), but there are common considerations that should be followed by all. One rule is to allow plenty of planning time, consider alternates even in good weather, and accept the fact that the best option very well could be to fly another day.
One aspect of IFR departurs is to accept the fact that the best option very well could be to fly another day.
First, use a Sectional Chart or sattelite imagery (even for IFR pilots) to get the “big picture” of surrounding terrain and potential obstructions. As they say, a picture is worth a thousand words, and you need a VFR chart to get that snapshot. The Sectional view also will give you an indication of the possibility of turbulence, by virtue of your departure path’s proximity to higher terrain and how the wind is blowing across those ridges. Take the opportunity to see where the more hospitable terrain is located and consider planning your departure in that direction.
A look at the Sectional Chart near Rifle and Eagle, CO indicate challenging elevations in all directions.
Departure procedures are designed primarily to provide obstacle clearance.
Next, determine whether a departure procedure is available for your airport. Departure procedures are designed primarily to provide obstacle clearance and should be used when published. These procedures come in two varieties: Obstacle Departure Procedures (ODPs) and Standard Instrument Departures (SIDs). SIDs are ATC procedures and always are printed graphically. ODPs can be printed graphically or textually. Departure procedures will be listed by airport in the IFR “Takeoff Minimums and Departure Procedures” section of the Terminal Procedures Publication (TPPs), or approach charts. If the procedure is textual, it will be described in section C of the approach charts; if an ODP has been developed solely for obstacle avoidance, it will be indicated with a “T” symbol on related instrument approach charts.
ODPs should be considered mandatory in any type of marginal conditions or at unfamiliar airports. Provided nothing else has been specifically assigned, ODPs may be flown without an ATC clearance. An important point surrounding the creation of departure procedures is that they assume normal aircraft performance and likely will require climb gradients steeper than those to which you are accustomed so double check your takeoff performance especially at high density altitude. It is up to you as the PIC to determine whether you can comply with the procedural requirements (for your own good) and to consider contingency plans.
At airports without published instrument approach/departure procedures, you will 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.
Minimum En Route Altitudes (MEAs) or Minimum Obstruction Clearance Altitudes (MOCAs) are used for published routes, while Off-Route Obstruction Clearance Altitudes (OROCAs) are used for non-published routing. When departing an unfamiliar airport, reaching a published route at or above the MEA is always the safest bet even if it means a circling climb over the airport. It assures not only obstacle clearance, but also acceptable navigation and communication coverage with ATC. Published routes typically follow more friendly terrain, affording you more options for contingencies. MOCAs are lower altitudes that provide the same assurance of obstacle clearance as an MEA but only guarantee navigation coverage within 22nm of the VOR.
The low altitude enroute chart near Rifle Garfield County indicates MEAs and ORACAs above 10,000 feet.
In the event that you’re flying a direct, non-published route, keep in mind that OROCAs almost always will be higher than published MEAs and make no guarantee of ATC communication, radar or navigation coverage–nor do they consider the prospect of more challenging terrain.
The altitudes discussed so far work well when everything is performing normally, but what if something goes wrong? For dealing with emergencies following departure, the target altitude should be the Minimum Safe Altitude (MSA) published on the approach chart. The MSA provides at least 1,000 feet of clearance within a specified distance from the fix upon which a procedure is based. MSAs often are divided into sectors to provide greater flexibility, so take care in the preflight planning to ensure you have the right target altitude in mind, based on flight direction. While studying the approach chart, look for notices that may include advisories related to terrain.
Given the many books, videos and articles produced on weather considerations for departure, there is not sufficient room here to give the topic its deserved attention and respect. That being said, a thorough weather briefing is imperative. The eastern mountains tend to have more complicated weather patterns, which can include mountain obscurations, IFR conditions and slow-moving fronts. Turbulence, as well as updrafts and downdrafts, are of obvious concern near mountainous terrain. Remain upwind of ridges when possible or avoid being downwind and in close proximity to them.
Downdrafts can exceed the climb capability of aircraft. If experiencing a severe downdraft, try to visualize the wind pattern and make a turn out of the downdraft and toward lower terrain. Do not hesitate to use your emergency authority to leave your route if conditions deteriorate rapidly. The winds aloft information and pilot reports will provide good insight as to how the wind might be interacting with ridges.
Downdrafts can exceed the climb capability of aircraft.
In addition to turbulence considerations, utilize METARs, TAFs, and other forecasts to help gain a better understanding of current and forecasted conditions. I find the TAF Forecast Discussions particularly helpful, as they provide candid remarks from the forecaster as to how the report was created, factors considered, and even confidence level in the reports issued for the area.
When preparing to fly your departure, a clearance issued on the ground is always preferred. This is one less task to accomplish in the air and gives you the opportunity to establish airborne communication and radar contact more quickly. ATC does a great job of steering you away from trouble when they are in contact.
The word of caution worth repeating regarding airborne clearance is to be absolutely certain you can climb to an altitude, in visual conditions, that will ensure obstacle clearance and communication with ATC. Plan for a published route, even if this means extra mileage.
The widespread availability of terrain data on installed avionics, as well as on portables and iPads, makes it foolish not to invest in this technology if you’re flying in mountainous terrain. This information is invaluable when you can’t see what’s in front of you.
Finally, in mountainous terrain or challenging conditions, always depart as light as possible and build in extra margin for weather. This will enable your aircraft to achieve greater performance and will offer more alternatives if things don’t go as planned. Also, flying earlier in the day is generally a better option to avoid convective activity.
In mountainous terrain or challenging conditions, always depart as light as possible
Talk to the locals. Pilots sitting at the FBO have a wealth of information and insight that you won’t find published anywhere–a preferred route out of a certain area, unique ATC procedures, or even verbiage helpful in obtaining a clearance. Challenging departures are not the time to be overconfident—or shy about seeking help.
Sporty’s webinar video: How to Pass the FAA Instrument Written
/in Webinars/by Flight Training Central StaffIt’s something all pilots have to do during training for an instrument rating — pass the FAA Knowledge Test. While this test has gotten a bad rap over the years from some, the reality is it’s a non-event when you approach it with the proper mindset and use the right study tools. In this webinar video, veteran instructor and course developer, Bret Koebbe, will show how to use tried and true study methods using Sporty’s Instrument Rating Course to make the process an engaging and meaningful learning experience, and not just another exercise in rote memorization.