Video Tip: How to Fly an LPV Approach with a Garmin GTN 650

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For many IFR pilots today, flying a GPS approach is second nature. Among the most capable options is the LPV approach, which offers ILS-like lateral and vertical guidance—but with far wider availability. Thanks to WAAS-enabled GPS, pilots can fly precision-style approaches at thousands of airports that don’t have an ILS installed.

Don’t Just Read the Notes—Use Them

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Picture this: you’re flying an ILS approach right down to the absolute minimums. At 200 feet above the ground, the only thing you can see are the approach lights flashing through the fog. You quickly run through FAR 91.175 in your head and remind yourself: yep, this means you’re allowed to keep going down to 100 feet above the touchdown zone.

Instrument Maneuver Spotlight: Instrument Takeoff

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When the weather’s down and the runway is disappearing into the clouds, you can’t rely on outside references to stay on centerline and maintain control. That’s where the instrument takeoff comes in. In this maneuver spotlight, we’ll break down the step-by-step technique for conducting a safe and precise instrument takeoff

New Interactive Series: What’s Wrong?

Welcome to “What’s Wrong?“, a new twist on aviation challenge quizzes. “What’s Wrong?” works just like a real flight: You’re in an airplane, flying along and there are clues to a potential problem right there in front of you—but it’s still on you to notice them and take action before it’s too late.

Ask the IFR Expert: When Can You Legally Log an Instrument Approach?

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Under 14 CFR §61.57(c), instrument-rated pilots need to log at least six IAPs every six months to stay current and act as PIC under IFR or in weather below VFR mins. But not every approach counts—what matters are the conditions under which you fly it. Based on FAA guidance (InFO 15012), here's the breakdown on what makes an IAP "loggable." 

Our Faith in NEXRAD

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The takeaway is that all such information should be considered an educated opinion, not a fact. It’s data that’s been collected from various sources, processed automatically, checked by a human briefly, and then pumped out to our cockpits. It’s neither completely right nor completely wrong.