It’s easy to get in a rut practicing approaches around your home ‘drome. You know the airports; you know the frequencies; you fly with the same buddy before stopping at the same airport diner for the same pastrami on rye.
It’s easy to get in a rut practicing approaches around your home ‘drome.
Or, maybe you don’t even practice approaches enough to have a “same.” Don’t feel bad; you’re not alone.
The winter months see more IFR practice than travel for many light GA pilots. So, amp up your practice—and make it more appealing to do on a regular basis. (Set aside the simulator discussion for now. Let’s just talk about real-world aircraft.)
The two best things you can do are making practice a habit and upping the stakes. The first part is pretty simple: Set a recurring day, say the second Saturday of each month, when you and a friend or two go bore holes in the IFR system for practice. Three people are better because two get to watch while one flies, and there’s still a party if one of the gang must take a day off.
Upping the ante on the experience can happen in many ways. Here are a few suggestions:
Have a focus. Each time you fly, have one thing that’s the core practice for the day. Maybe today it’s partial-panel approaches with an ILS or LPV. That’s all you do. You get to focus on exactly that skill and dial it in. Stick with items that make sense in the real world. If you were really partial-panel, you’d almost certainly find an ILS or LPV, so practicing partial panel without vertical guidance isn’t realistic—unless when you lose your PFD you have no vertical guidance. In that case, partial panel and non-precision would be a great thing to practice.
Request the option. Rather than ending every flight with a missed approach, let your safety pilot make the call just as you reach minimums or a reasonable visual descent point. You’ll be ready for either. Also, having an option to land might force you to fly a more difficult approach for the runway in use, or fly to circling minimums and circle to the landing runway. Circling is a great skill even if you’d only use it with high ceilings and in daylight. Circle no lower than pattern altitude if you want, but practice maneuvering to land somewhere other than straight-in.
Remove one thing. This could be a focus topic or something your safety pilot tosses in at random. Just lose one of the tools at your disposal and see what it does to your process. It could be the iPad, your second radio, electric trim, the MFD, flaps, etc. Remove just one thing, however. A variant on this is losing one part of the approach system at the last minute: no glideslope, no GPS position, only an approach with a tailwind available. The key is you don’t know what, or when, until it happens.
Place a bet. Want to really make practice count? Rate the approaches and have the loser buy lunch. Or the avgas. Believe me, you’ll try harder. The safety pilot must watch for traffic, but if he also has an iPad or tablet, have him grab screenshots for proof. Ideally, the screenshot would show speed and altitude as well as position. ForeFlight or CloudAhoy recordings are great tools for this.
Debrief. I’m as guilty of not debriefing my own practice as anyone else, even though the instructor in me knows the debrief is as important as the flight itself. Take notes on the other pilot’s flight and have that pilot take notes for you. Use those screenshots as you discuss what happened while you enjoy that lunch. Or beer.
The pilot flying does all the communicating with ATC, except for those requests and traffic calls. A good safety pilot can think ahead and ask for things like alternate missed approach instructions that get you going in the best direction for the next approach, or ask ATC for an impromptu hold to let you catch your breath if things start to fall apart.
Having the right safety pilot is key. You want someone who’s not only legal but knows your airplane and your avionics well enough to give feedback on how you did. If you’re swapping approaches, knowing the equipment is required. It’s helpful to have the safety pilot plan ahead for your next approach request. You also want someone you get along with … and won’t gloat too much when you have to pick up the tab.
Bonus Video: Practice Approaches and Downgrading GPS Quality:
Closer Look: Practicing in VFR Conditions
When not restricted by ATC, altitude is your discretion.
It’s the icing season over much of the CONUS, so practice approaches in clear air are in fashion. This means you can practice without even filing IFR—which is a real boon when your currency has expired. However, VFR practice puts you into a nebulous region where you get some of the ATC services, but not all of them.
The big divide concerns separation services. When these services are provided, you’ll get an altitude to maintain when on an ATC vector. Clearance for the approach means you’re still getting separation from IFR aircraft. When not restricted by ATC, altitude is your discretion. That can confuse pilots when they’re direct to a fix, expecting to get a lower altitude and it never comes. When in doubt, ask. When there are no separation services, altitude is entirely your discretion. In this case, you’ll usually hear, “Maintain VFR. Practice approach approved. No separation services provided.”
Also, keep track of airspace. Talking to ATC for VFR practice approaches meets the requirement for entering Class C airspace, but not Class B or Special Use Airspace. Don’t count on ATC to steer you clear of it.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/07105615/IFR-focus-better-practice-approaches.png10001250Jeff Van Westhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngJeff Van West2025-02-11 08:55:272025-02-11 10:08:23IFR Focus with PilotWorkshops: Better Practice Approaches
There are many aviation calculations required for preflight preparation and when planning a cross-country trip. In the early days, pilots used a mechanical circular slide rule, called an E6B. Electronic E6B calculators came next, which were more intuitive to operate and provide more accurate results.
During flight training, you’ll learn to plan your cross-country flights first by hand and use the E6B each step of the way. You’ll also find it to be a handy companion when studying for the FAA knowledge exam. It will assist with flight planning questions and you can bring your electronic E6B into the testing center to use during the actual test. The electronic E6B is equally useful when in the airplane, to help determine actual winds aloft, true airspeed, fuel burn, and descent planning.
We’ll use the Sporty’s electronic E6B flight computer in this quiz when calculating flight planning and navigation questions. You can use any E6B flight computer to answer this quiz, though you may see minor differences in the results due to rounding. For a comprehensive guide to the questions in the quiz plus instructions describing all the remaining functions and features, read the Sporty’s E6B Flight Computer Manual.
Find the density altitude of an airport with a field elevation of 843’, an air temperature of 7º Celsius, and a barometric pressure of 29.83”.
Correct!Wrong!
Find the crosswind component for Runway 36 if the reported wind direction is 320º at 12 knots.
Correct!Wrong!
Calculate the planned groundspeed if the winds aloft are forecast to be from 250º at 15 knots flying a true course of 130º with a true airspeed of 112 knots.
Correct!Wrong!
Calculate the flight time for a 45 nautical mile leg using the groundspeed determined in the previous question.
Correct!Wrong!
Determine the fuel required to complete the same 45 nautical mile leg with an estimated fuel burn of 8.5 gallons per hour and the flight time determined from the previous question.
Correct!Wrong!
Calculate the endurance of an aircraft that contains 53 gallons of fuel and burns 9.8 gallons per hour.
Correct!Wrong!
Calculate the actual true airspeed given the following flight conditions.
Correct!Wrong!
Determine the actual groundspeed in flight with a leg time of 24.5 minutes and a distance of 54 nautical miles.
Correct!Wrong!
Calculate the distance flown in nautical miles using the previously calculated ground speed and a leg time of 30 minutes.
Correct!Wrong!
Calculate the actual wind speed using the following conditions.
Are you a VFR pilot that hates being grounded just because there is a cloud layer over the airport? What if you could take off on a day with a 2,000-foot overcast ceiling and then climb through a few hundred feet of clouds to cruise on top in clear weather? An instrument rating unlocks that capability and can help your realize the full potential of your pilot’s license.
Welcome to Sporty’s IFR Insights Series, hosted by Spencer Suderman. Spencer is an airshow pilot and instrument flight instructor and will show what it’s like to fly IFR cross-country trips and instrument approaches.
In this first episode, Spencer flies an RNAV approach through rain showers and a low cloud layer into St. Augustine, FL, in a G1000-equipped Cessna 172.
You can learn more about the course, as well as find a large collection of new articles, videos, quizzes and podcasts all geared towards IFR flying at https://www.sportys.com/IFR
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/05160259/IFR-insights-1.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2025-02-08 08:55:582025-02-05 16:03:11IFR Insights Episode 1: Flying an Instrument Approach in IMC with Spencer Suderman
A seemingly subtle change to § 61.57 that went into effect in early December has a significant affect on PIC currency requirements. Of course, everyone is aware that three takeoffs and landings in the same category, class, and type (if required) are required to carry “passengers,” but the recent update to landing currency in § 61.57(a)(b) replaces the word “passengers” with “persons.” Why is this meaningful?
The definition of a passenger specifically excludes a person receiving or providing flight training meaning an instructor and student on an instructional flight did not have to be concerned with landing currency; but now there are specific exceptions that must be followed that would allow a non-current instructor to provide instruction to a non-current client. Those exceptions are outlined in § 61.57(e) and requires that:
the flight training is limited to the purpose of meeting currency requirements
the person receiving flight training meets all other requirements to act as pilot in command of the aircraft; and
the authorized instructor and the person receiving flight training are the sole occupants of the aircraft.
Instructors and students should be aware of scenarios that would require PIC landing currency such as any time working with a student pilot (who would not meet other requirements to act as PIC) or in the case of multiengine instruction where the student/client may also not meet PIC requirements for the aircraft.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/01/13133342/updated-currency-requirements.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2025-02-07 08:55:502025-01-13 13:36:34Updated PIC Currency Requirements
Home Simulation for IFR Training – Tuesday, February 11, 3pm
Today’s flight simulators offer more versatility and feasibility to instrument flight rules training than ever expected. Join Sporty’s, Chris McGonegle, as he covers how to build and feature set an at home flight simulator tailored towards instrument flying. He’ll cover what type of computer is recommended, what simulator hardware works best, and today’s leading edge software options. Coverage of how to use a simulator from a pilot’s perspective, as well as resources to stay in the IFR corridor. This webinar presentation will provide valuable insights and techniques to make the most of your at-home training setup.
Topics Covered:
•Sourcing / Building a Flight Simulator for IFR Flight
•Rules to Digitally Fly By
•Flight Simulator Expectations
•Scenarios to Fly in a Simulator
•Challenges to Expand your Envelope
•Resources for Additional IFR Simulator Training / Knowledge
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/05154246/simulator-webinar.png10001250Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2025-02-06 08:55:542025-02-05 15:43:53Webinar: Home Simulation For IFR Training and Proficiency—a Pilot’s Perspective
Special use airspace includes military operations areas, prohibited areas, alert areas, warning areas, restricted areas and controlled firing areas. This week’s video tip explains how to identify their location and best practices for making sure you don’t accidentally fly into one.
https://media.flighttrainingcentral.com/wp-content/uploads/2025/02/05110557/Special-use-airspace.jpg10001250Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngBret Koebbe2025-02-05 10:00:482025-02-05 11:06:10Video Tip: Flying in and around special use airspace
IFR Focus with PilotWorkshops: Better Practice Approaches
/in IFR flying/by Jeff Van WestIt’s easy to get in a rut practicing approaches around your home ‘drome. You know the airports; you know the frequencies; you fly with the same buddy before stopping at the same airport diner for the same pastrami on rye.
It’s easy to get in a rut practicing approaches around your home ‘drome.
Or, maybe you don’t even practice approaches enough to have a “same.” Don’t feel bad; you’re not alone.
The winter months see more IFR practice than travel for many light GA pilots. So, amp up your practice—and make it more appealing to do on a regular basis. (Set aside the simulator discussion for now. Let’s just talk about real-world aircraft.)
The two best things you can do are making practice a habit and upping the stakes. The first part is pretty simple: Set a recurring day, say the second Saturday of each month, when you and a friend or two go bore holes in the IFR system for practice. Three people are better because two get to watch while one flies, and there’s still a party if one of the gang must take a day off.
Upping the ante on the experience can happen in many ways. Here are a few suggestions:
Have a focus. Each time you fly, have one thing that’s the core practice for the day. Maybe today it’s partial-panel approaches with an ILS or LPV. That’s all you do. You get to focus on exactly that skill and dial it in. Stick with items that make sense in the real world. If you were really partial-panel, you’d almost certainly find an ILS or LPV, so practicing partial panel without vertical guidance isn’t realistic—unless when you lose your PFD you have no vertical guidance. In that case, partial panel and non-precision would be a great thing to practice.
Request the option. Rather than ending every flight with a missed approach, let your safety pilot make the call just as you reach minimums or a reasonable visual descent point. You’ll be ready for either. Also, having an option to land might force you to fly a more difficult approach for the runway in use, or fly to circling minimums and circle to the landing runway. Circling is a great skill even if you’d only use it with high ceilings and in daylight. Circle no lower than pattern altitude if you want, but practice maneuvering to land somewhere other than straight-in.
Remove one thing. This could be a focus topic or something your safety pilot tosses in at random. Just lose one of the tools at your disposal and see what it does to your process. It could be the iPad, your second radio, electric trim, the MFD, flaps, etc. Remove just one thing, however. A variant on this is losing one part of the approach system at the last minute: no glideslope, no GPS position, only an approach with a tailwind available. The key is you don’t know what, or when, until it happens.
Place a bet. Want to really make practice count? Rate the approaches and have the loser buy lunch. Or the avgas. Believe me, you’ll try harder. The safety pilot must watch for traffic, but if he also has an iPad or tablet, have him grab screenshots for proof. Ideally, the screenshot would show speed and altitude as well as position. ForeFlight or CloudAhoy recordings are great tools for this.
Debrief. I’m as guilty of not debriefing my own practice as anyone else, even though the instructor in me knows the debrief is as important as the flight itself. Take notes on the other pilot’s flight and have that pilot take notes for you. Use those screenshots as you discuss what happened while you enjoy that lunch. Or beer.
The pilot flying does all the communicating with ATC, except for those requests and traffic calls. A good safety pilot can think ahead and ask for things like alternate missed approach instructions that get you going in the best direction for the next approach, or ask ATC for an impromptu hold to let you catch your breath if things start to fall apart.
Having the right safety pilot is key. You want someone who’s not only legal but knows your airplane and your avionics well enough to give feedback on how you did. If you’re swapping approaches, knowing the equipment is required. It’s helpful to have the safety pilot plan ahead for your next approach request. You also want someone you get along with … and won’t gloat too much when you have to pick up the tab.
Bonus Video: Practice Approaches and Downgrading GPS Quality:
Closer Look: Practicing in VFR Conditions
When not restricted by ATC, altitude is your discretion.
It’s the icing season over much of the CONUS, so practice approaches in clear air are in fashion. This means you can practice without even filing IFR—which is a real boon when your currency has expired. However, VFR practice puts you into a nebulous region where you get some of the ATC services, but not all of them.
The big divide concerns separation services. When these services are provided, you’ll get an altitude to maintain when on an ATC vector. Clearance for the approach means you’re still getting separation from IFR aircraft. When not restricted by ATC, altitude is your discretion. That can confuse pilots when they’re direct to a fix, expecting to get a lower altitude and it never comes. When in doubt, ask. When there are no separation services, altitude is entirely your discretion. In this case, you’ll usually hear, “Maintain VFR. Practice approach approved. No separation services provided.”
Also, keep track of airspace. Talking to ATC for VFR practice approaches meets the requirement for entering Class C airspace, but not Class B or Special Use Airspace. Don’t count on ATC to steer you clear of it.
Quiz: Flight Planning with Sporty’s E6B
/in Quiz/by Chris ClarkeThere are many aviation calculations required for preflight preparation and when planning a cross-country trip. In the early days, pilots used a mechanical circular slide rule, called an E6B. Electronic E6B calculators came next, which were more intuitive to operate and provide more accurate results.
During flight training, you’ll learn to plan your cross-country flights first by hand and use the E6B each step of the way. You’ll also find it to be a handy companion when studying for the FAA knowledge exam. It will assist with flight planning questions and you can bring your electronic E6B into the testing center to use during the actual test. The electronic E6B is equally useful when in the airplane, to help determine actual winds aloft, true airspeed, fuel burn, and descent planning.
We’ll use the Sporty’s electronic E6B flight computer in this quiz when calculating flight planning and navigation questions. You can use any E6B flight computer to answer this quiz, though you may see minor differences in the results due to rounding. For a comprehensive guide to the questions in the quiz plus instructions describing all the remaining functions and features, read the Sporty’s E6B Flight Computer Manual.
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IFR Insights Episode 1: Flying an Instrument Approach in IMC with Spencer Suderman
/in Video Tips/by Flight Training Central StaffAre you a VFR pilot that hates being grounded just because there is a cloud layer over the airport? What if you could take off on a day with a 2,000-foot overcast ceiling and then climb through a few hundred feet of clouds to cruise on top in clear weather? An instrument rating unlocks that capability and can help your realize the full potential of your pilot’s license.
Welcome to Sporty’s IFR Insights Series, hosted by Spencer Suderman. Spencer is an airshow pilot and instrument flight instructor and will show what it’s like to fly IFR cross-country trips and instrument approaches.
In this first episode, Spencer flies an RNAV approach through rain showers and a low cloud layer into St. Augustine, FL, in a G1000-equipped Cessna 172.
You can learn more about the course, as well as find a large collection of new articles, videos, quizzes and podcasts all geared towards IFR flying at https://www.sportys.com/IFR
Updated PIC Currency Requirements
/in News, Regulations/by Flight Training Central Staff§ 61.57 Update Replaces Passenger with Person
Webinar: Home Simulation For IFR Training and Proficiency—a Pilot’s Perspective
/in News/by Flight Training Central StaffTuesday, February 11 – 3pm eastern
Home Simulation for IFR Training – Tuesday, February 11, 3pm
Today’s flight simulators offer more versatility and feasibility to instrument flight rules training than ever expected. Join Sporty’s, Chris McGonegle, as he covers how to build and feature set an at home flight simulator tailored towards instrument flying. He’ll cover what type of computer is recommended, what simulator hardware works best, and today’s leading edge software options. Coverage of how to use a simulator from a pilot’s perspective, as well as resources to stay in the IFR corridor. This webinar presentation will provide valuable insights and techniques to make the most of your at-home training setup.
Topics Covered:
•Sourcing / Building a Flight Simulator for IFR Flight
•Rules to Digitally Fly By
•Flight Simulator Expectations
•Scenarios to Fly in a Simulator
•Challenges to Expand your Envelope
•Resources for Additional IFR Simulator Training / Knowledge
Video Tip: Flying in and around special use airspace
/in Tips and technique, Video Tips/by Bret KoebbeSpecial use airspace includes military operations areas, prohibited areas, alert areas, warning areas, restricted areas and controlled firing areas. This week’s video tip explains how to identify their location and best practices for making sure you don’t accidentally fly into one.
The video clip below is from Sporty’s 2025 Learn to Fly Course