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.
For many pilots, serious IFR happens more in practice than travel. 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. Your flying buddy(ies) get to surprise you with that one.
* 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, CloudAhoy, or Flysto 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 if the airplane is tied down for the night.
The pilot flying does all the communicating with ATC, except for special 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.
Watch ThisVideo:
Practice Approaches and Downgrading GPS Quality
Closer Look: Practicing in VFR Conditions
When not restricted by ATC, altitude is your discretion.
Practice approaches in clear air are the common fare, and the only option in the icing months. This means you can practice without even filing IFR—which is a real boon if 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. If in doubt, just 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.
Reader Question
“Why would the ILS minimums be higher than the LOC minimums on this approach? Thanks! Jon.”
Jeff’s Answer:
It’s impossible to know for certain without seeing the documentation for the approach, but an obstacle close to the airport is the most likely reason. Possibly it’s that tower shown just off the approach end of the runway. I know it seems odd that you’d have to start an ILS missed approach higher than the Localizer-only MDA, but there are two things to consider:
The ILS has a DA, which is the point where you decide to go missed, but the aircraft will take time and distance to change from a descent to a climb. This must be accounted for. A DA of 1482 feet means the aircraft will descend below 1482 feet as it initiates the missed approach. Less power-to-weight and longer spool up time for the engines means a lower descent below DA before climbing again. It’s not uncommon for heavy commercial aircraft with Cat-II, or -III DAs close to the runway to actually touch down momentarily during a missed approach from minimums.
The shape of the protected airspace is different for ILS versus localizer approaches. It’s possible for an obstacle in just the right spot to affect the ILS approach but not the localizer approach.
Tech Question of the Month:
https://media.ifrfocus.com/wp-content/uploads/2025/05/12130244/Copy-of-IFR-focus-better-practice-approaches-2.png10001250Jeff Van Westhttps://media.ifrfocus.com/wp-content/uploads/2025/06/30143225/IFR-Focus-Logo_White_Blue-300x71-er.pngJeff Van West2025-05-16 08:55:272025-06-12 13:02:53Practical IFR: Practice Approaches
Losing communications in IMC is a rare but serious scenario that every instrument pilot should be prepared for. Fortunately, the FAA provides clear guidance in AIM 6-4-1 and §91.185, but interpreting and applying that information on the flight deck—especially under stress—can be confusing. In this installment of Ask a CFI, we’ll break it down and offer some practical tips along the way.
First: Confirm It’s Really Lost Comms
Before diving into the legal guidance, don’t forget some basic troubleshooting:
Check your radio volume, mic connections, and audio panel selections—a bumped switch is often the culprit.
Try a backup radio if available.
Listen on the emergency frequency 121.5 MHz—ATC may be calling you there if they suspect an issue.
Use your transponder to squawk 7600, which alerts ATC to your situation.
Try contacting ATC on a nearby frequency—center frequencies often overlap.
For altitude, use the MEA mnemonic and fly the highest of the following:
Minimum Enroute Altitude (MEA) or other applicable minimum altitude (e.g., MOCA, OROCA).
Expected – the altitude ATC told you to expect.
Assigned – the last altitude ATC cleared you to.
How to Use the IFR Enroute Chart
Many IFR pilots today are flying GPS-direct and may not be on published airways. This can create confusion about the minimum altitudes to fly during a comms failure. Here’s where the Off Route Obstruction Clearance Altitude (OROCA) becomes important:
OROCA provides 1,000 feet of obstacle clearance (2,000 in mountainous areas) within a quadrant.
While not a guaranteed ATC-assigned altitude, OROCA is your safest minimum in a lost comms scenario if you’re off-airway and don’t have a MEA or MOCA to fall back on.
Always make sure the OROCA you’re referencing covers your actual position—not just your intended route.
Arrival Procedures and Timing
If you’re close to your destination, timing your descent and approach is critical:
Proceed to the fix from which the approach begins and hold until your EFC time or the ETA filed or amended with ATC.
Then, commence the approach as close as possible to the expected arrival time.
Tip: If you’re GPS-equipped, and flying direct-to a fix on the approach, ensure that you load the full approach—including the initial and intermediate fixes—to allow for a safe and complete navigation path.
Practical Tips for Prevention
Always have a backup plan—know your route, alternates, and potential lost comms procedures before entering IMC.
Listen to ATIS or other communication frequencies early so you’re aware of expected procedures.
Consider using datalink (ADS-B or other comms) to stay informed, even when voice fails (even a cell phone if necessary).
Lost comms IFR doesn’t have to be a panic-inducing event. With a firm understanding of the regulations and a plan in place, you’ll be able to continue safely to your destination. Stay calm, fly the airplane, and trust your training.
https://media.ifrfocus.com/wp-content/uploads/2025/05/16112628/ask-a-cfi-lost-comms-1.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/06/30143225/IFR-Focus-Logo_White_Blue-300x71-er.pngEric Radtke2025-05-14 16:50:512025-05-20 21:14:00Ask a CFI: What to Do If You Lose Comms While IFR
The FAA recently issued a new Safety Alert for Operators (SAFO) 23004 to highlight operational risks associated with visual approaches. Released on April 2, 2025, this SAFO urges operators, flight departments, and training providers to take proactive steps in mitigating potential hazards during visual approaches—particularly as they relate to controlled flight into terrain (CFIT), loss of separation, and unstable approaches.
While visual approaches are commonly used in both airline and general aviation operations, their informal nature can lead to reduced situational awareness and decreased vigilance, especially when flown to unfamiliar airports or in challenging environmental conditions. The FAA points out that recent data shows several incidents and accidents where crews misjudged terrain clearance, failed to adequately plan descent profiles, or were late in configuring the aircraft for landing.
Key Points from the SAFO:
Lack of stabilized approach criteria: Visual approaches often lack defined vertical profiles, increasing the risk of an unstable approach.
Terrain and obstacle clearance: When flying a visual approach, terrain clearance becomes the pilot’s responsibility, which requires careful planning and constant situational awareness.
ATC expectations: Pilots should not assume ATC will provide obstacle clearance during a visual approach.
Human factors: Fatigue, expectation bias, and complacency can impair judgment during what may appear to be a routine maneuver.
Recommended actions: Pilots are encouraged to review visual approach procedures, incorporate scenario-based training, reinforce stabilized approach criteria, and ensure an understanding of the potential risks involved.
As pilots, it’s easy to become comfortable with the familiar—but this SAFO is a timely reminder that even visual approaches demand discipline, preparation, and sound aeronautical decision-making. Learn more about visual approach procedures in this article from FlightTrainingCentral.com.
https://media.ifrfocus.com/wp-content/uploads/2025/05/29093902/SAFO-visual-approaches.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/06/30143225/IFR-Focus-Logo_White_Blue-300x71-er.pngEric Radtke2025-04-29 09:39:242025-05-29 09:39:33FAA Issues New Safety Alert on Risks of Visual Approaches
There’s a reason why basic airplane attitude instrument flying comes first in any Instrument curriculum – it’s the foundation for everything else you’ll do in IFR flying. If you master airplane attitude instrument flying, then everything else you will do that follows, from departure procedures to instrument approaches, will simply be combining your BAI skills with navigation.
Pitch corrections should be made using half, full, and one and one half bar widths corrections.
STRAIGHT AND LEVEL
Like your visual flying, most of your instrument time will be spent flying straight and level. As the complete instrument pilot, you should be able to maintain heading, altitude, and airspeed at speeds ranging from cruise to approach. Within the normal speed range of an airplane, there are many combinations of power and pitch which will maintain altitude at different airspeeds. For example, a low power setting and nose high pitch will maintain altitude at low airspeed while a high power setting and low pitch attitude will bring about level flight at high airspeed.
The art of instrument flying involves finesse of the flight controls – fine inputs for precise control. Pitch corrections for level flight should be made using the attitude indicator and limited to half, full, and one and one half bar widths corrections. The pitch corrections to maintain level flight on instruments are smaller than those made using the natural horizon. When the airplane is properly trimmed, the control pressures needed for these small pitch changes are very light. For corrections of more than 100 feet, use a full bar width pitch change initially, changing to a half bar width when the remaining altitude correction is less than 100 feet.
HEADING AND BANK CONTROL
The most common error in both pitch and bank control is over controlling.
Heading and bank control are virtually the same thing. Heading will stay constant if the wings are kept level in coordinated flight. The wings of the miniature airplane and the horizon bar of the attitude indicator will give you an overall picture of the wing attitude, but small banks are difficult to detect. Small deviations from wings level attitude are more easily detected using the banking scale and center index. Odds are that bank control will require more practice than pitch control. There are several reasons for this. First, the airplane is more stable in pitch than bank and, if you are a typical VFR pilot, you refer to the altimeter more than to the heading indicator.
While the attitude indicator will show if the wings are being kept level, you still need to look at the heading indicator to be sure the heading accurate and that it is kept constant. The attitude and turn indicators provide supporting information regarding bank and everything should agree during straight flight.
The most common error in both pitch and bank control is over controlling. Just as an excessive climb or descent will cause you to overshoot altitude, an excessive rate of turn results in overshooting the target heading.
For heading corrections of five degrees or less, keep the wings level and use rudder pressure to change the heading. Five degrees of heading change doesn’t give you enough time to make a coordinated turn. If heading is off more than five degrees, make a coordinated turn but restrict the banks to half the number of degrees you want to turn but not more than standard rate.
Airspeed changes in level flight are normally accomplished by changing the power.
AIRSPEED CHANGES
Intentional airspeed changes in level flight are normally accomplished by changing the power. Adjust the power to the setting that you previously determined will produce the desired airspeed. Adjust the pitch attitude to maintain altitude as the airspeed changes. As the airspeed approaches the desired airspeed, the airspeed indicator becomes the primary power instrument and the altimeter is primary for pitch. Fine tune power and pitch as the airplane stabilizes at the new airspeed. And trim to relieve control pressures.
CLIMBS
To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar.
Now let’s take a look at climbs. To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar. As the pitch attitude is raised, increase the power to the climb setting and use right rudder to keep the airplane from turning to the left.
Adjustments of the climb attitude will be dictated by the indicated airspeed. If airspeed is too high or low, the pitch attitude must be changed. Don’t chase the airspeed indicator to make the change. Use the attitude indicator to make small changes of one half bar width, wait, and note the effect on the airspeed indicator.
As the desired altitude is approached, the level off must be started at about 10 percent of the rate of climb before reaching the altitude. If the climb is 500 feet per minute, the pitch attitude should be smoothly changed to the level flight attitude 50 feet before reaching the final altitude. Use the attitude indicator to set the level attitude and grade this attitude using the altimeter.
For a constant rate climb, increase the power to the approximate setting required for the desired rate of climb and simultaneously raise the nose to the approximate pitch attitude needed for that climb rate. As the vertical speed indicator stabilizes, it becomes the primary pitch instrument and the airspeed indicator is primary for power. Lead the level off by ten percent of the rate of climb and adjust the pitch and power to the appropriate settings for the desired level airspeed.
DESCENTS
As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Now let’s look at descents. To enter a descent at constant airspeeds up to maximum structural cruise airspeed, simultaneously lower the pitch attitude and reduce power to the predetermined setting. When entering a descent at an airspeed less than cruise, reduce power to the predetermined setting and slow the airplane in level flight. As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Make corrections for airspeed by changing pitch attitude and, at the risk of sounding like a broken record, use the attitude indicator to make small pitch changes. To correct a rate of descent at a specific airspeed requires changing both pitch and power. If you start with the predetermined power setting and pitch attitude, any corrections needed will be small.
In order to level off from a descent, you must start your level off before reaching your desired altitude. To do this, lead the level off by about ten percent of the rate of descent. As an example, if you are descending at a rate of 500 feet per minute, lead the level off by about 50 feet. To level off at an airspeed higher than descent speed, lead the level off by 20 to 30 percent of the rate of descent. In the 500 foot per minute example, you would add power and start your level off between 100 and 150 feet before reaching your desired altitude .
BUILD A CHEAT SHEET
It’s good practice to document specific pitch and power settings for various aircraft configurations. You can do this with a flight instructor or safety pilot to determine the most common instrument profiles for your training aircraft. And then when it comes time to execute and fly the specific profiles, it’s only a matter of establishing the predetermined pitch and power to give you the expected performance. Only small adjustments will then be needed for precise control – the art of basic attitude instrument flying.
https://media.ifrfocus.com/wp-content/uploads/2025/04/16112445/BAI-IS-THE-FOUNDATION.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/06/30143225/IFR-Focus-Logo_White_Blue-300x71-er.pngEric Radtke2025-04-22 08:55:382025-06-16 11:24:52Basic attitude instrument flying – the foundation for IFR flight
You’ve probably seen runway approach lights at larger airports many times during your training and when flying at night. These systems take on additional importance when flying IFR since they provide the basic means to transition from instrument to visual flight for landing.
If an approach lighting system is available for a runway, the symbology will be displayed in both the small airport diagram in line with the runway, and in the briefing strip towards the top of the instrument approach chart. You can then refer to the legend in the digital terminal procedures supplement to determine the specifics of the lighting system.
Approach light systems are a configuration of signal lights starting at the landing threshold and extending into the approach area, at a distance of 2,400 to 3,000 feet for precision instrument runways, and 1,400 to 1,500 feet for non-precision instrument runways. Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling towards the runway at high speed—nicknamed the rabbit.
Approach light systems deserve special attention twice during each flight. First is during your preflight preparation, when you can determine which system you’ll see for a particular runway. Here’s the ILS Runway 29R approach at Torrance, California. Notice the A-5 found in the briefing strip on the approach chart.
Now look in the supplement to find that A-5 represents a medium intensity approach lighting system, or M-A-L-S-R, with runway alignment indicator lights. The inverted dark coloring of the A5 symbol means the approach lights are pilot-controlled.
Approach lighting systems are critical during low ceiling and low visibility conditions when you must decide whether to continue to land or execute a missed approach. If when reaching the minimum descent altitude or decision altitude on the approach and you have the approach lights in sight, you are permitted to descend to 100 feet above the touchdown zone elevation published for the runway. When reaching 100 feet above the touchdown zone, you then must have the runway environment in sight (as specified in § 91.175) and verify the flight visibility is above the published minimums to continue the descent to landing.
If a NOTAM indicates part of the lighting system is out of service, refer to the inoperative components table to make adjustments to the landing minimums. Make it a point to check your destination against the inoperative components table each time you fly IFR to see if the airport has any lighting systems affected.
Remember, these approach lighting systems are an important part of your IFR training. When you arrive at an unfamiliar airport with reduced visibility, let your preflight preparation and knowledge of the various systems lead to quick orientation to the runway.
Now let’s take a look at the approach lighting systems you are likely to encounter and see what they may look like in a variety of weather conditions.
Approach Light Systems Simulator
Approach Lighting Systems Scenarios
https://media.ifrfocus.com/wp-content/uploads/2025/02/27122351/approach-lighting-systems.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/06/30143225/IFR-Focus-Logo_White_Blue-300x71-er.pngEric Radtke2025-03-31 08:55:502025-05-30 10:01:19Mastering Approach Lighting Systems: Key Insights for IFR Pilots
The FAA encourages pilots to use the self-briefing technique when checking the weather before each flight. In this video, we’ll highlight various sources of weather products you can use and how to ensure you always get a complete briefing.
To take the next step, check out Sporty’s Instrument Rating Course, which includes 13 hours of in-flight HD cross-country and instrument approach video training and comprehensive written test preparation tools.
https://media.ifrfocus.com/wp-content/uploads/2025/03/16110656/Copy-of-regulations-for-IFR.png10001250Bret Koebbehttps://media.ifrfocus.com/wp-content/uploads/2025/06/30143225/IFR-Focus-Logo_White_Blue-300x71-er.pngBret Koebbe2025-03-26 12:00:522025-06-16 11:07:04Video Tip: How to perform a self-weather briefing for an IFR flight
Practical IFR: Practice Approaches
/in Practical IFR/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.
For many pilots, serious IFR happens more in practice than travel. 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. Your flying buddy(ies) get to surprise you with that one.
* 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, CloudAhoy, or Flysto 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 if the airplane is tied down for the night.
The pilot flying does all the communicating with ATC, except for special 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.
Watch ThisVideo:
Practice Approaches and Downgrading GPS Quality
Closer Look: Practicing in VFR Conditions
When not restricted by ATC, altitude is your discretion.
Practice approaches in clear air are the common fare, and the only option in the icing months. This means you can practice without even filing IFR—which is a real boon if 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. If in doubt, just 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.
Reader Question
“Why would the ILS minimums be higher than the LOC minimums on this approach? Thanks! Jon.”
Jeff’s Answer:
It’s impossible to know for certain without seeing the documentation for the approach, but an obstacle close to the airport is the most likely reason. Possibly it’s that tower shown just off the approach end of the runway. I know it seems odd that you’d have to start an ILS missed approach higher than the Localizer-only MDA, but there are two things to consider:
Tech Question of the Month:
Ask a CFI: What to Do If You Lose Comms While IFR
/in Ask a CFI/by Eric RadtkeLosing communications in IMC is a rare but serious scenario that every instrument pilot should be prepared for. Fortunately, the FAA provides clear guidance in AIM 6-4-1 and §91.185, but interpreting and applying that information on the flight deck—especially under stress—can be confusing. In this installment of Ask a CFI, we’ll break it down and offer some practical tips along the way.
First: Confirm It’s Really Lost Comms
What Route Should I Fly? (AIM 6-4-1 Route Guidance)
If you’re convinced your comms are out, the AIM tells us to follow the AVEF mnemonic to determine the correct route:
What Altitude Should I Fly? (AIM 6-4-1 Altitude Guidance)
For altitude, use the MEA mnemonic and fly the highest of the following:
How to Use the IFR Enroute Chart
Many IFR pilots today are flying GPS-direct and may not be on published airways. This can create confusion about the minimum altitudes to fly during a comms failure. Here’s where the Off Route Obstruction Clearance Altitude (OROCA) becomes important:
Arrival Procedures and Timing
If you’re close to your destination, timing your descent and approach is critical:
Tip: If you’re GPS-equipped, and flying direct-to a fix on the approach, ensure that you load the full approach—including the initial and intermediate fixes—to allow for a safe and complete navigation path.
Practical Tips for Prevention
Lost comms IFR doesn’t have to be a panic-inducing event. With a firm understanding of the regulations and a plan in place, you’ll be able to continue safely to your destination. Stay calm, fly the airplane, and trust your training.
FAA Issues New Safety Alert on Risks of Visual Approaches
/in News/by Eric RadtkeThe FAA recently issued a new Safety Alert for Operators (SAFO) 23004 to highlight operational risks associated with visual approaches. Released on April 2, 2025, this SAFO urges operators, flight departments, and training providers to take proactive steps in mitigating potential hazards during visual approaches—particularly as they relate to controlled flight into terrain (CFIT), loss of separation, and unstable approaches.
While visual approaches are commonly used in both airline and general aviation operations, their informal nature can lead to reduced situational awareness and decreased vigilance, especially when flown to unfamiliar airports or in challenging environmental conditions. The FAA points out that recent data shows several incidents and accidents where crews misjudged terrain clearance, failed to adequately plan descent profiles, or were late in configuring the aircraft for landing.
Key Points from the SAFO:
Lack of stabilized approach criteria: Visual approaches often lack defined vertical profiles, increasing the risk of an unstable approach.
Terrain and obstacle clearance: When flying a visual approach, terrain clearance becomes the pilot’s responsibility, which requires careful planning and constant situational awareness.
ATC expectations: Pilots should not assume ATC will provide obstacle clearance during a visual approach.
Human factors: Fatigue, expectation bias, and complacency can impair judgment during what may appear to be a routine maneuver.
Recommended actions: Pilots are encouraged to review visual approach procedures, incorporate scenario-based training, reinforce stabilized approach criteria, and ensure an understanding of the potential risks involved.
As pilots, it’s easy to become comfortable with the familiar—but this SAFO is a timely reminder that even visual approaches demand discipline, preparation, and sound aeronautical decision-making. Learn more about visual approach procedures in this article from FlightTrainingCentral.com.
Read the full SAFO here: https://www.faa.gov/media/92656
Basic attitude instrument flying – the foundation for IFR flight
/in IFR Training/by Eric RadtkeThere’s a reason why basic airplane attitude instrument flying comes first in any Instrument curriculum – it’s the foundation for everything else you’ll do in IFR flying. If you master airplane attitude instrument flying, then everything else you will do that follows, from departure procedures to instrument approaches, will simply be combining your BAI skills with navigation.
Pitch corrections should be made using half, full, and one and one half bar widths corrections.
STRAIGHT AND LEVEL
Like your visual flying, most of your instrument time will be spent flying straight and level. As the complete instrument pilot, you should be able to maintain heading, altitude, and airspeed at speeds ranging from cruise to approach. Within the normal speed range of an airplane, there are many combinations of power and pitch which will maintain altitude at different airspeeds. For example, a low power setting and nose high pitch will maintain altitude at low airspeed while a high power setting and low pitch attitude will bring about level flight at high airspeed.
The art of instrument flying involves finesse of the flight controls – fine inputs for precise control. Pitch corrections for level flight should be made using the attitude indicator and limited to half, full, and one and one half bar widths corrections. The pitch corrections to maintain level flight on instruments are smaller than those made using the natural horizon. When the airplane is properly trimmed, the control pressures needed for these small pitch changes are very light. For corrections of more than 100 feet, use a full bar width pitch change initially, changing to a half bar width when the remaining altitude correction is less than 100 feet.
HEADING AND BANK CONTROL
The most common error in both pitch and bank control is over controlling.
Heading and bank control are virtually the same thing. Heading will stay constant if the wings are kept level in coordinated flight. The wings of the miniature airplane and the horizon bar of the attitude indicator will give you an overall picture of the wing attitude, but small banks are difficult to detect. Small deviations from wings level attitude are more easily detected using the banking scale and center index. Odds are that bank control will require more practice than pitch control. There are several reasons for this. First, the airplane is more stable in pitch than bank and, if you are a typical VFR pilot, you refer to the altimeter more than to the heading indicator.
While the attitude indicator will show if the wings are being kept level, you still need to look at the heading indicator to be sure the heading accurate and that it is kept constant. The attitude and turn indicators provide supporting information regarding bank and everything should agree during straight flight.
The most common error in both pitch and bank control is over controlling. Just as an excessive climb or descent will cause you to overshoot altitude, an excessive rate of turn results in overshooting the target heading.
For heading corrections of five degrees or less, keep the wings level and use rudder pressure to change the heading. Five degrees of heading change doesn’t give you enough time to make a coordinated turn. If heading is off more than five degrees, make a coordinated turn but restrict the banks to half the number of degrees you want to turn but not more than standard rate.
Airspeed changes in level flight are normally accomplished by changing the power.
AIRSPEED CHANGES
Intentional airspeed changes in level flight are normally accomplished by changing the power. Adjust the power to the setting that you previously determined will produce the desired airspeed. Adjust the pitch attitude to maintain altitude as the airspeed changes. As the airspeed approaches the desired airspeed, the airspeed indicator becomes the primary power instrument and the altimeter is primary for pitch. Fine tune power and pitch as the airplane stabilizes at the new airspeed. And trim to relieve control pressures.
CLIMBS
To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar.
Now let’s take a look at climbs. To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar. As the pitch attitude is raised, increase the power to the climb setting and use right rudder to keep the airplane from turning to the left.
Adjustments of the climb attitude will be dictated by the indicated airspeed. If airspeed is too high or low, the pitch attitude must be changed. Don’t chase the airspeed indicator to make the change. Use the attitude indicator to make small changes of one half bar width, wait, and note the effect on the airspeed indicator.
As the desired altitude is approached, the level off must be started at about 10 percent of the rate of climb before reaching the altitude. If the climb is 500 feet per minute, the pitch attitude should be smoothly changed to the level flight attitude 50 feet before reaching the final altitude. Use the attitude indicator to set the level attitude and grade this attitude using the altimeter.
For a constant rate climb, increase the power to the approximate setting required for the desired rate of climb and simultaneously raise the nose to the approximate pitch attitude needed for that climb rate. As the vertical speed indicator stabilizes, it becomes the primary pitch instrument and the airspeed indicator is primary for power. Lead the level off by ten percent of the rate of climb and adjust the pitch and power to the appropriate settings for the desired level airspeed.
DESCENTS
As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Now let’s look at descents. To enter a descent at constant airspeeds up to maximum structural cruise airspeed, simultaneously lower the pitch attitude and reduce power to the predetermined setting. When entering a descent at an airspeed less than cruise, reduce power to the predetermined setting and slow the airplane in level flight. As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Make corrections for airspeed by changing pitch attitude and, at the risk of sounding like a broken record, use the attitude indicator to make small pitch changes. To correct a rate of descent at a specific airspeed requires changing both pitch and power. If you start with the predetermined power setting and pitch attitude, any corrections needed will be small.
In order to level off from a descent, you must start your level off before reaching your desired altitude. To do this, lead the level off by about ten percent of the rate of descent. As an example, if you are descending at a rate of 500 feet per minute, lead the level off by about 50 feet. To level off at an airspeed higher than descent speed, lead the level off by 20 to 30 percent of the rate of descent. In the 500 foot per minute example, you would add power and start your level off between 100 and 150 feet before reaching your desired altitude .
BUILD A CHEAT SHEET
It’s good practice to document specific pitch and power settings for various aircraft configurations. You can do this with a flight instructor or safety pilot to determine the most common instrument profiles for your training aircraft. And then when it comes time to execute and fly the specific profiles, it’s only a matter of establishing the predetermined pitch and power to give you the expected performance. Only small adjustments will then be needed for precise control – the art of basic attitude instrument flying.
Mastering Approach Lighting Systems: Key Insights for IFR Pilots
/in Approach and Arrival/by Eric RadtkeYou’ve probably seen runway approach lights at larger airports many times during your training and when flying at night. These systems take on additional importance when flying IFR since they provide the basic means to transition from instrument to visual flight for landing.
If an approach lighting system is available for a runway, the symbology will be displayed in both the small airport diagram in line with the runway, and in the briefing strip towards the top of the instrument approach chart. You can then refer to the legend in the digital terminal procedures supplement to determine the specifics of the lighting system.
Approach light systems are a configuration of signal lights starting at the landing threshold and extending into the approach area, at a distance of 2,400 to 3,000 feet for precision instrument runways, and 1,400 to 1,500 feet for non-precision instrument runways. Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling towards the runway at high speed—nicknamed the rabbit.
Approach light systems deserve special attention twice during each flight. First is during your preflight preparation, when you can determine which system you’ll see for a particular runway. Here’s the ILS Runway 29R approach at Torrance, California. Notice the A-5 found in the briefing strip on the approach chart.
Now look in the supplement to find that A-5 represents a medium intensity approach lighting system, or M-A-L-S-R, with runway alignment indicator lights. The inverted dark coloring of the A5 symbol means the approach lights are pilot-controlled.
Approach lighting systems are critical during low ceiling and low visibility conditions when you must decide whether to continue to land or execute a missed approach. If when reaching the minimum descent altitude or decision altitude on the approach and you have the approach lights in sight, you are permitted to descend to 100 feet above the touchdown zone elevation published for the runway. When reaching 100 feet above the touchdown zone, you then must have the runway environment in sight (as specified in § 91.175) and verify the flight visibility is above the published minimums to continue the descent to landing.
If a NOTAM indicates part of the lighting system is out of service, refer to the inoperative components table to make adjustments to the landing minimums. Make it a point to check your destination against the inoperative components table each time you fly IFR to see if the airport has any lighting systems affected.
Remember, these approach lighting systems are an important part of your IFR training. When you arrive at an unfamiliar airport with reduced visibility, let your preflight preparation and knowledge of the various systems lead to quick orientation to the runway.
Now let’s take a look at the approach lighting systems you are likely to encounter and see what they may look like in a variety of weather conditions.
Approach Light Systems Simulator
Approach Lighting Systems Scenarios
Video Tip: How to perform a self-weather briefing for an IFR flight
/in Videos/by Bret KoebbeThe FAA encourages pilots to use the self-briefing technique when checking the weather before each flight. In this video, we’ll highlight various sources of weather products you can use and how to ensure you always get a complete briefing.
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