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Pilot eye view approaching to land under overcast skies.

The value of actual IFR conditions

February 6, 2024/in Tips and technique/by Flight Training Central Staff

Getting started with IFR training – tips for ensuring success

February 5, 2024/in Tips and technique/by Eric Radtke

Earning an instrument rating is a rewarding experience that will give you confidence and make your pilot’s license more powerful. Here’s how to get off to a fast start on your training.

The value of actual IFR conditions

February 6, 2024/in Tips and technique/by Flight Training Central Staff

Getting started with IFR training – tips for ensuring success

February 5, 2024/in Tips and technique/by Eric Radtke

Earning an instrument rating is a rewarding experience that will give you confidence and make your pilot’s license more powerful. Here’s how to get off to a fast start on your training.

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The value of actual IFR conditions

February 6, 2024/in Tips and technique/by Flight Training Central Staff

How much “actual instrument” flight time do you have? Chances are, if you’re a VFR pilot, you do not have any unless it was with an instructor. If you’re an instrument rated pilot, however, you should have some flight time logged in what FAR 61.51 considers “solely by reference to instruments in actual conditions.”

Aeronautical experience in the regulations does not require that you have any actual instrument flight time to obtain your instrument rating. That’s correct, you can earn your instrument rating with flight time only in simulated conditions. This is because instrument flight rules (IFR) and instrument meteorological conditions (IMC) are much less prevalent in certain areas of the world. IFR exists when the ceiling is less than 1,000 feet above the ground and/or the visibility is less than three statute miles. IMC is basically when you’re flying in the clouds, and it could either be VFR or IFR below you.

If you live in areas of the world where IFR/IMC are common (anywhere in the US other than the southwest), training for your instrument ticket should provide many opportunities to log time flying in the clouds. Why is this so important? Isn’t wearing a view limiting device for your instrument training good enough to prepare you for the real thing? The short answer – NO.

The value of actual IFR conditions cannot can’t be overvalued.

Now, the longer answer – the view limiting device (hood) is great for developing your instrument scan which is the foundation of instrument flying. However, it does not give a realistic simulation of flying in the clouds or low visibility, which is exactly what you’re allowed to do, without an instructor, when you receive your instrument rating. Wearing the hood while flying doesn’t simulate all the different types and illusions present in cloud flying. Some things can only be experienced by doing the real thing.

Take for example flying while skimming the tops of a cloud layer or illusions felt when breaking in and out of broken or overcast layer. Or how about embedded thunderstorm or ice avoidance while flying in the clouds and determining what kind of clouds are friendly and those to avoid. And even the fact that you can call it quits and take your hood off any time. These are all good examples of the importance of flying the real thing.

Flying in actual IFR or IMC isn’t necessarily harder; it’s just different than flying in simulated conditions. So what are some ways to get this experience? During your instrument training is the best and most obvious way to get started. You’ll want to be sure you’re with an experienced instructor who’s done it before. The next and more complicated step is to try seeking out these conditions.

Look at your surrounding weather. If these conditions don’t exist in your area, look at a weather depiction chart and find the closest IFR conditions. If it is IFR in your area, take advantage of it. Skip the ground lesson or the simulator (approach minimums permitting) and go fly with your instructor.

The beginning stages of instrument training are spent developing your instrument scan and multitasking. It may be VFR outside, but if there’s a broken or overcast layer, climb up to get to it. Practice your scan along with GPS or VOR tracking while flying in actual. If you’ve already got your instrument rating with little to no instrument time, it’s a good idea to keep your CFI’s phone number close by. Call them if you know it’s going to be IFR, and go get some actual instrument time. Or if you want to go solo, start with flying in a high overcast layer.

A high overcast layers is a great opportunity to begin actual IFR flying.

As you feel more comfortable in IMC, you can fly in lower ceilings and visibility on subsequent flying days, but even the seasoned pros have a contingency plan. Flying in the clouds is beautiful, fun, and almost always looks different. Respect it, know your personal limitations, and stay instrument current!

Getting started with IFR training – tips for ensuring success

February 5, 2024/in Tips and technique/by Eric Radtke

As you’re already aware, earning an instrument rating is a fun and rewarding experience that will provide you with added confidence and make your pilot’s license more powerful. But instrument flying is also unforgiving, and requires more than just passing an FAA checkride – it requires a system of continuing education and proficiency.

The instrument training trap – First, a word of caution – while your instrument flying skills and cockpit management techniques will no doubt be sharp when you earn your ticket, more than likely, the majority of your training and checkride preparation was spent in the terminal environment. This isn’t a bad thing – in fact, the structure of the Instrument training standards practically requires it. But there is still a wealth of knowledge and skill to be gained during en-route operations that will come with experience. The trap comes in the feeling of supreme IFR proficiency after the checkride with the possibility that not much experience has been gained in the cross-country environment; managing weather, planning for alternates, communicating with ATC or dealing with equipment malfunctions. In other words, you’ll need to commit time to determining what your personal limitations will look like as a newly-rated instrument pilot.

Here is my advice for maintaining proficiency, gaining experience and managing personal minimums.

Fly IFR even in VMC – Even in visual conditions, it’s invaluable to your development as an instrument pilot to operate “in the system” consistently. Doing so will boost your confidence and will force you to practice managing cockpit resources while adhering to IFR clearances. It also makes it easier to culminate your flights (even in VMC) with an approach. And then there is the ancillary benefit of having immediate access to ATC in the event of an emergency.

Tame the avionics – Regardless of your panel’s complexity, there is technology to be mastered. Achieving the level of proficiency where control inputs become instinctive, while already task saturated, can literally save the day. Like anything, this is knowledge that will degrade over time, so study your manuals and take advantage of simulator programs and training videos. As a start, you’ll want to be thoroughly familiar with your aircraft’s autopilot/flight director and GPS.

Checklists & flows – Use a checklist and flight deck flow for all of your procedures. Aviation happens to be at the forefront when it comes to checklist usage. The safest operations I’m familiar with typically use multiple checklist styles and layers for added safety that will evolve with time and experience.

To-Do Lists versus Checklists

A “to-do” list is just that. You methodically read through each item on the checklist and then perform the necessary task as you come to the item. This style is all that’s available when you’re brand-new to an aircraft and while it may be slightly more time consuming than a “checklist” style, it’s imperative to adhere to the order of the checklist. As you become more familiar with an aircraft and operating in the instrument environment, you may consider “flows” – an organized and consistent pattern of moving around the flight deck to accomplish items required of the upcoming checklist. The checklist can then be used to ensure each item on the written checklist has been accomplished via your flow. The “checklist/flow” style has the benefit of a double check – your flow, having been developed from the written checklist, becomes the first line of defense against missed items, while your written checklists serves as back up.

Written versus Mental

Undoubtedly you’ve learned or developed a mental checklist or if not, you likely will at some point. There’s the famous “GUMPS” as a before landing (G – gas, U – undercarriage, M – mixture, P – prop, S – seatbelt & switches) and “CIGAR” as a before takeoff. And if you don’t have a mental checklist for “in-range” or at final approach fix inbound, start developing one now. The mental checklist will serve as another valuable layer of redundancy and perhaps even a lifesaver in a critical situation with little or not time to consult a written list. The more layers of checklist redundancy, the less likely you’ll be to make a mistake.

Thorough Pre-Flight Procedures Review

A safe instrument flight starts with a thorough preflight to minimize the chance of any surprises. Get in the habit of reviewing weather, routing options and most importantly, contingency plans. This review should include planned routes and altitudes as well as alternates and available airports along your route.

Also review the expected arrivals, departures and approach procedures at airports of intended use and rehearse your departure and arrival plan. Be particularly aware of any traps and always take note of the Minimum Safe Altitude (MSA). And again, always plan for an IFR alternate, even in good weather – this exercise will keep you sharp for when the weather is low and an alternate is required.

Meaningful IPCs – An instrument proficiency check doesn’t just need to be accomplished when the regulations say so. In fact, if you heed much of this advice, hopefully you’ll never be required to have an IPC. But yes, you should voluntarily participate in meaningful IPCs. Venture outside your comfort zone with an instructor in the interest of your personal development as an instrument pilot.

Make Use of Flight Simulators or Flight Training Devices

There are many options for simulator software and full flight training devices that can provide a wealth of training value. The simulator environment will allow you to rehearse multiple procedures in quick succession in a variety of locations in an efficient manner. You’ll be able to experience realistic weather conditions and work through system malfunctions and failures in a much safer setting than in the aircraft.

Maintain the personal minimums discipline – Finally, regardless of your adherence to a proficiency program, the discipline is ultimately adhering to those personal minimums. Personal minimums are just that – personal. It’s not something you can read in a book. Stay within your comfort zone, continuously question your guidelines and remember, an occasional feeling of trepidation is healthy.

This article is part of IFR Month, a four-week focus on the challenges and rewards of instrument flying. For more, visit Sportys.com/IFR.

Half Sized Blog Element (Single Author Style)

Half Sized Blog Element (Multi Author Style)

The value of actual IFR conditions

Getting started with IFR training – tips for ensuring success

The value of actual IFR conditions

Getting started with IFR training – tips for ensuring success

Full Sized Blog Element (Big Preview Pic)

The value of actual IFR conditions

Getting started with IFR training – tips for ensuring success

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