Winter IFR: Practical Strategies for Cold-Weather Flying

December 2, 2025/by Eric Radtke

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Winter brings some of the most challenging — and rewarding — IFR flying of the year. Cold, dense air offers excellent aircraft performance and exceptional climb rates, and many days feature crystal-clear ceilings above a thin cloud layer. But the season also introduces hazards that demand a more disciplined approach: icing, contaminated runways, and unpredictable low-level weather.

For instrument pilots and those training to become one, winter is an ideal time to sharpen decision-making skills and build deeper weather insight. Here are key considerations as the cold season arrives.

snow covered runway

Carry Real Winter Gear — No Exceptions

It’s easy to feel comfortable in a heated cabin, even when the temperature outside is below freezing. But an IFR diversion, precautionary landing, or mechanical issue can quickly turn into a survival situation if you’re not prepared.

Dress for the weather outside, not the weather inside your cozy airplane. Bring layers, gloves, hats, and the most important tool of all: a fully charged cell phone or satellite communicator. These items aren’t just smart — they’re essential risk-mitigation tools when operating in remote or rural areas during winter.

cold

Expect Frost…Even After a Short Stop

Frost isn’t just a sunrise or overnight problem. On cold, clear mornings, it can easily form on a cold-soaked airplane in the time it takes to grab a cup of coffee at the FBO.

A 30–60 minute ground stop can leave you with a fresh layer of frost on the wings or tail—enough to delay an IFR departure or tempt you into cutting corners. Make frost checks part of every winter postflight and preflight, not just the first flight of the day.

frost

Know the Runway Condition Assessment Matrix (RCAM)

Contaminated surfaces are a fact of life in winter. Slush, compacted snow, or thin ice can all show up in NOTAMs and ATIS reports and directly affect your takeoff and landing performance.

Understanding Condition Codes (0–6) is essential:

6: Dry runway
5–3: Wet, loose snow, slush
2–0: Ice, packed snow, or severe contamination

These numbers influence braking, stopping distance, and crosswind limits. When used properly, RCAM allows pilots to determine whether runway conditions are suitable for both the departure and a potential return—an especially important consideration when launching into IMC.

After a storm passes and the runway is mostly cleared, consider practicing soft-field takeoffs, speed discipline on final, and slow-speed taxi technique with your instructor. These skills translate directly to safer winter IFR operations.

Review Cold-Weather Procedures and Limitations

Cold weather amplifies the importance of the POH. Items that feel academic in July become operationally essential in January:

Battery capacity and starter duty-cycle limits
Minimum oil temperature for run-up
Cold-weather starting guidance
Emergency procedures related to engine fires during start

Make it a habit each fall to review the cold-weather sections for every airplane you fly. This is one of the simplest ways to avoid costly mechanical issues or morning delays.

Respect Engine and Avionics Limitations

Sudden power changes on a cold engine can cause more wear than many pilots realize. Below about 20°F, be gentle: avoid repeated touch-and-goes, aggressive throttle movements, or rapid-cycling training maneuvers until temperatures stabilize.

Also be aware that cold-soaked avionics — especially older AHRS or magnetometer-based systems — may take longer to initialize or calibrate. Plan your IFR clearance and run-up timing accordingly so you’re not rushed during one of the highest-workload phases of flight.

Call Ahead for Airport Services

Don’t assume an FBO has preheat capability, deicing fluid, or hangar space just because the airport is large or towered. Winter often stretches staffing and resources thin.

A quick phone call before your IFR cross-country can prevent a lengthy hold on the ground or an unplanned diversion due to unavailable services. This habit pays dividends all winter long.

fbo

PIREPs Are Valuable—Especially in Winter

No forecast product matches the reliability of pilot reports during winter operations. PIREPs provide:

Actual cloud bases and tops
Temperature inversions
Turbulence layers
Most importantly: icing conditions

As an IFR pilot, you should be both a consumer and a producer of PIREPs. Don’t wait for negative experiences—“light rime,” “tops 7,500,” or “no icing in descent” are incredibly useful to pilots planning altitudes or approaches behind you. The system only works when pilots contribute.

The Winter Weather Mindset

Winter IFR flying is a phenomenal opportunity for growth—perhaps more than any other season. The challenges are real, but so are the rewards: improved weather knowledge, refined procedural discipline, and the confidence that comes from managing complex conditions safely.

Approach winter with respect, preparation, and curiosity, and you’ll emerge a stronger, more capable instrument pilot on the other side of the season.

Winter Ops Quiz

Which RCAM Condition Code indicates the most severe contamination? 6 4 2 0

Frost can form on a parked aircraft even if: You just flew it 45 minutes earlier The METAR has no mention of frost The airplane was cold-soaked and the morning is clear and calm All of the above

Which PIREP is most valuable to IFR pilots in winter? Reports of icing Reports of no icing Reports of cloud tops All are highly valuable

Below what approximate temperature should pilots avoid sudden power changes on a cold engine? 40°F 32°F 20°F 0°F

Which of the following is not a cold-weather preflight essential? Reviewing POH cold-weather limitations Checking for frost after a quick stop Avoiding PIREPs because they aren’t always accurate Calling ahead for preheat or hangar availability

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Eric Radtke

It was his first airplane trip at age seven that made Eric decide to become a pilot. "While boarding the airplane, a flight attendant noticed my interest in the flight deck and urged me to go talk to the pilot. I give a lot of credit to that pilot for my career choice." Eric earned a bachelor’s degree in finance and went on to an airline career. He learned to fly at Sporty’s as part of the University of Cincinnati’s Professional Pilot Program, an initiative he later directed.Eric now manages Sporty’s media network including IFRFocus.com. In addition, Eric serves as a Captain in a Cincinnati-based corporate flight department.