In this IFR Focus video tip, we break down the major types of ice protection found on general aviation aircraft—from classic pneumatic boots to thermal systems and weeping wings—and explain the critical distinction between anti-ice and deice. Just as important, we look at what it actually means for an airplane to be approved for flight in known icing conditions, why equipment alone doesn’t guarantee certification, and why every pilot should think of these systems as an exit strategy, not a license to linger.
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.
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.
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.
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.
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.
Flying with the iPad – Wednesday, December 3 at 3pm
This free, fast-paced presentation covers a wide range of practical topics on flying with the iPad and the ForeFlight Mobile app. Led by Bret Koebbe, an active pilot and flight instructor at Sporty’s, and Editor of iPad Pilot News, this presentation explores topics applicable to pilots of all iPad experience levels. This includes how to turn the iPad into your digital copilot, tips for flying with ADS-B weather on your iPad, and how to use ForeFlight to improve your flight planning.
Space is limited so register now!
https://media.ifrfocus.com/wp-content/uploads/2025/11/26164617/ipad-webinar.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngIFR Focus Team2025-11-28 08:55:042025-11-26 16:46:53Free Webinar: Flying with the iPad as Your Digital Copilot
When you’re training for the instrument rating, precision matters—both in the cockpit and in your study routine. The latest update to Sporty’s Instrument Rating Course adds a suite of Aviation Intelligence (AI) tools that make IFR learning more efficient, more interactive, and more realistic.
These aren’t generic chatbots or surface-level study aids. Sporty’s vetted aviation-specific AI engine has been trained and tested exclusively for instrument training, offering intelligent feedback that mirrors real-world IFR decision-making.
Your Virtual IFR Support
ChatCFI℠ Your digital flight instructor is available 24/7. Ask about holds, approaches, or system failures, and ChatCFI will build a complete, structured answer—linking to relevant Sporty’s video lessons, FAA Handbooks, and FAR references.
ChatFAR℠ Ask any regulation-related question—from alternate requirements to instrument currency—and get a plain-English explanation, complete examples showing how that rule applies in real operations.
ChatDPE℠ Prepare for your instrument checkride oral with realistic Q&A sessions that simulate the experience with a Designated Pilot Examiner (DPE). Get instant feedback on your responses and learn how to refine your answers.
FAA Knowledge Test Analysis After taking the FAA knowledge test, upload your results to receive a personalized study guide. The system decodes each ACS code from your report and points you to the exact lessons and resources you need for oral exam prep.
Smarter Tools for Real-World IFR
Each of these tools is designed to go beyond rote memorization. By blending AI assistance with the depth of Sporty’s video lessons and FAA source material, pilots can connect the dots between knowledge test concepts and cockpit decision-making.
Whether you’re brushing up on IFR cross-country planning or preparing for your instrument checkride, these new features make every study session more focused and efficient—so you can spend less time searching for answers and more time mastering instrument flying.
Learn More
Explore the Sporty’s Instrument Rating Course at Sportys.com.
Modern IFR panels are incredibly capable, but they’re still computers—and sometimes they glitch at the worst possible moment. When automation stumbles in IMC or during a high-workload phase, I fall back on a simple sequence: stabilize, simplify, and strategize. First, I make sure the airplane is under control—pitch, power, trim, or a healthy autopilot if it’s available. A stable airplane buys the time needed to think clearly.
Next, I sort out what still works. One component may hiccup while the rest of the panel is fine, so I shift my scan to the instruments and sources I can trust. I’m not trying to fix anything immediately—just separating good data from bad so I can operate confidently for the next minute or two.
Only then do I bring ATC into the loop. A simple request for vectors or a level-off is usually all it takes to create breathing room. I had this happen recently on departure when the FMS suddenly believed we were somewhere we definitely weren’t. Navigation was not possible instantly. We leveled off, stabilized the airplane, and explained the issue to ATC. They were more than willing to give us vectors while we reset the system and eventually continued on our way.
The lesson is straightforward: keep the airplane steady, identify reliable instruments, and don’t hesitate to ask ATC for help early. Time and space are often the best backups you have when the glass starts acting up.
https://media.ifrfocus.com/wp-content/uploads/2025/11/20172527/What-do-I-do-when-the-avionics-glitch.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-11-21 08:55:412025-11-20 17:25:44Ask the IFR Expert: What do I do when the avionics glitch?
Student pilots learn, by rote, the visibility differences between controlled and uncontrolled airspace—and then completely forget about it. It makes little practical difference to most pilots who spend almost all their time in controlled airspace (remember, Class “E” stands for “everywhere.”), even though most of that time isn’t under ATC control.
The concept makes much more sense when we learn IFR: ATC can issue instructions in controlled airspace … and then we learn it’s not that simple. ATC can’t issue instructions below certain altitudes in certain places and with certain equipment not functioning. Some airspace is surveyed for unyielding, aircraft-eating objects and some is not.
This all begins to matter when IFR travel takes you to VFR airports beyond the loving embrace of the surveyed and controlled. An IFR Focus reader posed a great question on this subject that seemed worthy of this article.
The gist of the question was this: Departing an airport without an ODP and then planning a direct flight off the victor airways, how do you plan the departure and climb? Specifically, how do you know how fast you need to climb to reach a safe altitude, such as the Off-Route Obstruction Clearance Altitudes (OROCAs) shown on IFR charts? If you’re passing from an area of a lower OROCA to a higher one, when do you need to start to climb?
This is really a two-part issue, so let’s start with a truly VFR airport that has no instrument approach, and therefore hasn’t been surveyed and has no ODP even if it’s surrounded by mountains. Here you’re really on your own to climb obstacle free until reaching a safe instrument altitude. That could be an OROCA, or it could be an altitude you determine by reviewing the sectional chart and any other obstacle data.
The preferred method is climbing in VMC, but it’s usually possible to get a clearance to climb in IMC. The clearance will probably come only after confirming you can, “maintain your own obstacle clearance.” It will often contain a line, “… upon reaching controlled airspace …” or “… upon reaching X altitude …” It’s important to understand that’s not a vector; it’s a clearance. ATC is not assuming responsibility for terrain and obstacle avoidance once you reach that “upon.” Even “radar contact” does not shift responsibility to ATC. It’s still, technically, your burden unless you get a vector.
If there’s an instrument approach to the airport you’re departing, it has been surveyed for departures. If there’s an ODP, that cams as a result of that survey and it’s in the interest of your life expectancy to follow it. If there is an instrument approach to the airport and there’s no ODP, then it qualifies for a diverse departure. Unless it says otherwise in the same section you find the ODPs, the diverse departure allows for a 200-foot-per-nm climb in any direction from 400 feet AGL to the enroute structure. It assumes you cross the departure end of the runway at a measly 35 feet AGL.
This cone of safety extends 25 nm in non-mountainous areas and 46 nm in mountainous. Even at only 200 feet per mile, 25 miles is already 5000 feet AGL. Make that over 10,000 AGL in the mountains. It’s conceivable that a direct route could have you still climbing below the OROCA, and not inside some MEA, and more than 25 (or 46) miles beyond the airport. But that’s a long climb to not yet be at your cleared altitude and have terrain concerns.
Now, back to you flying level in cruise on your cleared route and off-airway. Off-route cruising requires radar contact (with a few exceptions such as at a MOCA within 22 miles of a VOR, but that’s an aside for this discussion). You must also be above the Minimum Instrument Altitude (MIA) for that area. That would be ATC’s Minimum Vectoring Altitude (MVA) or an MEA, whichever is lower.
This is an obstacle-free altitude by definition. Because of this, ATC will issue a climb if you must reach a higher MIA in your direction of travel, even if you’re off-airway and approaching a higher OROCA. So while you’re technically on the hook for obstacle clearance cruising along off-route, it becomes de facto obstacle clearance from ATC.
Note that your altitude at any point might be well below a published OROCA. You’re always welcome to check with ATC on what the MIA is for your current position, and should be especially aware in your climb to your cleared altitude.
Finding MVAs and MIAs
Most of us except a vector from ATC without a glance to the chart to see if it’s above what we know is a safe altitude. And that’s a fine thing because ATC assumes responsibility for obstacle clearance when we’re on a vector and ATC has access to more information than we do. But where do you find these minimum altitudes for better situational awareness? You can download minimum vectoring altitudes (MVAs) and minimum IFR altidues (MIAs) at FAA.gov. KML file formats are available for overlay on Google Earth or ForeFlight.
Filing for VFR Airports
Because it never comes up in training, many instrument pilots don’t realize they can file IFR to an airport that has no instrument approach at all. Technically, you could even file IFR to a fix or a lat/long if you had a reason. The catch is that ATC can only let you down to their MIA for that location.
If you’re not VFR at that point, you better have an answer for, “Say intentions.” For that reason, you must file an alternate when your destination has no instrument approach, even if the forecast is clear and a million. That alternate doesn’t have to have an instrument approach, however, so long as the forecast allows for a descent to the MIA and landing under VFR.
Quick Poll
https://media.ifrfocus.com/wp-content/uploads/2025/11/10123215/Practical-IFR-Off-Route-Thinking.png10001250Jeff Van Westhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJeff Van West2025-11-18 08:55:262025-11-19 22:32:11Practical IFR: Off-Route Thinking
Video Tip: Understanding Ice Protection Systems
/by IFR Focus TeamIn this IFR Focus video tip, we break down the major types of ice protection found on general aviation aircraft—from classic pneumatic boots to thermal systems and weeping wings—and explain the critical distinction between anti-ice and deice. Just as important, we look at what it actually means for an airplane to be approved for flight in known icing conditions, why equipment alone doesn’t guarantee certification, and why every pilot should think of these systems as an exit strategy, not a license to linger.
Winter IFR: Practical Strategies for Cold-Weather Flying
/by Eric RadtkeWinter 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.
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.
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.
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.
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.
Free Webinar: Flying with the iPad as Your Digital Copilot
/by IFR Focus TeamWednesday, December 3 at 3pm eastern
Flying with the iPad – Wednesday, December 3 at 3pm
This free, fast-paced presentation covers a wide range of practical topics on flying with the iPad and the ForeFlight Mobile app. Led by Bret Koebbe, an active pilot and flight instructor at Sporty’s, and Editor of iPad Pilot News, this presentation explores topics applicable to pilots of all iPad experience levels. This includes how to turn the iPad into your digital copilot, tips for flying with ADS-B weather on your iPad, and how to use ForeFlight to improve your flight planning.
Smarter IFR Training: Sporty’s Instrument Course Adds New Aviation Intelligence Tools
/by IFR Focus TeamWhen you’re training for the instrument rating, precision matters—both in the cockpit and in your study routine. The latest update to Sporty’s Instrument Rating Course adds a suite of Aviation Intelligence (AI) tools that make IFR learning more efficient, more interactive, and more realistic.
These aren’t generic chatbots or surface-level study aids. Sporty’s vetted aviation-specific AI engine has been trained and tested exclusively for instrument training, offering intelligent feedback that mirrors real-world IFR decision-making.
Your Virtual IFR Support
ChatCFI℠
Your digital flight instructor is available 24/7. Ask about holds, approaches, or system failures, and ChatCFI will build a complete, structured answer—linking to relevant Sporty’s video lessons, FAA Handbooks, and FAR references.
ChatFAR℠
Ask any regulation-related question—from alternate requirements to instrument currency—and get a plain-English explanation, complete examples showing how that rule applies in real operations.
ChatDPE℠
Prepare for your instrument checkride oral with realistic Q&A sessions that simulate the experience with a Designated Pilot Examiner (DPE). Get instant feedback on your responses and learn how to refine your answers.
FAA Knowledge Test Analysis
After taking the FAA knowledge test, upload your results to receive a personalized study guide. The system decodes each ACS code from your report and points you to the exact lessons and resources you need for oral exam prep.
Smarter Tools for Real-World IFR
Each of these tools is designed to go beyond rote memorization. By blending AI assistance with the depth of Sporty’s video lessons and FAA source material, pilots can connect the dots between knowledge test concepts and cockpit decision-making.
Whether you’re brushing up on IFR cross-country planning or preparing for your instrument checkride, these new features make every study session more focused and efficient—so you can spend less time searching for answers and more time mastering instrument flying.
Learn More
Explore the Sporty’s Instrument Rating Course at Sportys.com.
Ask the IFR Expert: What do I do when the avionics glitch?
/by Eric RadtkeNext, I sort out what still works. One component may hiccup while the rest of the panel is fine, so I shift my scan to the instruments and sources I can trust. I’m not trying to fix anything immediately—just separating good data from bad so I can operate confidently for the next minute or two.
Only then do I bring ATC into the loop. A simple request for vectors or a level-off is usually all it takes to create breathing room. I had this happen recently on departure when the FMS suddenly believed we were somewhere we definitely weren’t. Navigation was not possible instantly. We leveled off, stabilized the airplane, and explained the issue to ATC. They were more than willing to give us vectors while we reset the system and eventually continued on our way.
The lesson is straightforward: keep the airplane steady, identify reliable instruments, and don’t hesitate to ask ATC for help early. Time and space are often the best backups you have when the glass starts acting up.
Practical IFR: Off-Route Thinking
/by Jeff Van WestStudent pilots learn, by rote, the visibility differences between controlled and uncontrolled airspace—and then completely forget about it. It makes little practical difference to most pilots who spend almost all their time in controlled airspace (remember, Class “E” stands for “everywhere.”), even though most of that time isn’t under ATC control.
The concept makes much more sense when we learn IFR: ATC can issue instructions in controlled airspace … and then we learn it’s not that simple. ATC can’t issue instructions below certain altitudes in certain places and with certain equipment not functioning. Some airspace is surveyed for unyielding, aircraft-eating objects and some is not.
This all begins to matter when IFR travel takes you to VFR airports beyond the loving embrace of the surveyed and controlled. An IFR Focus reader posed a great question on this subject that seemed worthy of this article.
The gist of the question was this: Departing an airport without an ODP and then planning a direct flight off the victor airways, how do you plan the departure and climb? Specifically, how do you know how fast you need to climb to reach a safe altitude, such as the Off-Route Obstruction Clearance Altitudes (OROCAs) shown on IFR charts? If you’re passing from an area of a lower OROCA to a higher one, when do you need to start to climb?
This is really a two-part issue, so let’s start with a truly VFR airport that has no instrument approach, and therefore hasn’t been surveyed and has no ODP even if it’s surrounded by mountains. Here you’re really on your own to climb obstacle free until reaching a safe instrument altitude. That could be an OROCA, or it could be an altitude you determine by reviewing the sectional chart and any other obstacle data.
The preferred method is climbing in VMC, but it’s usually possible to get a clearance to climb in IMC. The clearance will probably come only after confirming you can, “maintain your own obstacle clearance.” It will often contain a line, “… upon reaching controlled airspace …” or “… upon reaching X altitude …” It’s important to understand that’s not a vector; it’s a clearance. ATC is not assuming responsibility for terrain and obstacle avoidance once you reach that “upon.” Even “radar contact” does not shift responsibility to ATC. It’s still, technically, your burden unless you get a vector.
If there’s an instrument approach to the airport you’re departing, it has been surveyed for departures. If there’s an ODP, that cams as a result of that survey and it’s in the interest of your life expectancy to follow it. If there is an instrument approach to the airport and there’s no ODP, then it qualifies for a diverse departure. Unless it says otherwise in the same section you find the ODPs, the diverse departure allows for a 200-foot-per-nm climb in any direction from 400 feet AGL to the enroute structure. It assumes you cross the departure end of the runway at a measly 35 feet AGL.
This cone of safety extends 25 nm in non-mountainous areas and 46 nm in mountainous. Even at only 200 feet per mile, 25 miles is already 5000 feet AGL. Make that over 10,000 AGL in the mountains. It’s conceivable that a direct route could have you still climbing below the OROCA, and not inside some MEA, and more than 25 (or 46) miles beyond the airport. But that’s a long climb to not yet be at your cleared altitude and have terrain concerns.
Now, back to you flying level in cruise on your cleared route and off-airway. Off-route cruising requires radar contact (with a few exceptions such as at a MOCA within 22 miles of a VOR, but that’s an aside for this discussion). You must also be above the Minimum Instrument Altitude (MIA) for that area. That would be ATC’s Minimum Vectoring Altitude (MVA) or an MEA, whichever is lower.
This is an obstacle-free altitude by definition. Because of this, ATC will issue a climb if you must reach a higher MIA in your direction of travel, even if you’re off-airway and approaching a higher OROCA. So while you’re technically on the hook for obstacle clearance cruising along off-route, it becomes de facto obstacle clearance from ATC.
Note that your altitude at any point might be well below a published OROCA. You’re always welcome to check with ATC on what the MIA is for your current position, and should be especially aware in your climb to your cleared altitude.
Finding MVAs and MIAs
Filing for VFR Airports
Because it never comes up in training, many instrument pilots don’t realize they can file IFR to an airport that has no instrument approach at all. Technically, you could even file IFR to a fix or a lat/long if you had a reason. The catch is that ATC can only let you down to their MIA for that location.
If you’re not VFR at that point, you better have an answer for, “Say intentions.” For that reason, you must file an alternate when your destination has no instrument approach, even if the forecast is clear and a million. That alternate doesn’t have to have an instrument approach, however, so long as the forecast allows for a descent to the MIA and landing under VFR.
Quick Poll