This is a question that comes up a lot, and it’s a perfect example of how IFR technology gives us more options—but also more decisions to make. Let’s break it down.
LPV vs. ILS—The Basics
An ILS is the classic precision approach, with a localizer for lateral guidance and a glideslope for vertical guidance. It’s reliable, predictable, and widely used around the world.
An LPV (Localizer Performance with Vertical guidance) is a GPS-based approach using WAAS. It gives you precision-like vertical guidance and often lower minimums than older non-WAAS GPS approaches. LPVs can even match or beat ILS minimums in some cases.
Pilot Perspective
Weather Minimums: Always check the published minima. If the LPV offers a lower minimum or better runway alignment than the ILS, it might be the safer option in low weather—but only if you and your aircraft are equipped and comfortable flying it.
Familiarity: In high workload situations, some pilots find the ILS easier to fly simply because it’s familiar and predictable.
Missed Approaches: LPV missed approaches can be more flexible, but always review the procedure. ILS missed approaches are well-established and widely flown.
ATC Perspective
From ATC’s point of view, LPV and ILS are largely interchangeable. However, they might favor an ILS in busy airspace because the procedure is predictable and familiar, helping with sequencing. In tricky, unfamiliar or challenging terrain, LPVs can sometimes offer safer vertical guidance.
What to Choose
Both LPV and ILS are highly capable precision approaches. Your choice should be guided by your equipment, training, familiarity, and current weather. LPV isn’t automatically “better” than an ILS—it’s another tool in your IFR toolbox. Always check your charts (and notes), know your aircraft, and communicate with ATC if you have a preference.
https://media.ifrfocus.com/wp-content/uploads/2025/10/01110037/Ask-an-IFR-Expert-LPV-vs.-ILS%E2%80%94Which-Should-You-Fly-in-Low-Weather.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/12/09123420/IFR_Christmas_web-1.pngEric Radtke2025-10-07 08:55:102025-10-01 11:01:28Ask an IFR Expert: LPV vs. ILS—Which Should You Fly in Low Weather?
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.
In this video tip from Sporty’s Instrument Rating Course, we’ll break down the key differences between a GPS LNAV and LPV approach, and demonstrate step-by-step how to fly an LPV using the Garmin GTN 650 navigator.
Ready to sharpen your IFR skills even further? Sporty’s Instrument Rating Course combines over 13 hours of in-flight HD training with powerful written test prep tools—everything you need to build confidence and earn your rating.
https://media.ifrfocus.com/wp-content/uploads/2025/09/26093023/Video-Tip-How-to-Fly-an-LPV-Approach-with-a-Garmin-GTN-650.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/12/09123420/IFR_Christmas_web-1.pngIFR Focus Team2025-10-03 08:55:402025-10-03 09:21:11Video Tip: How to Fly an LPV Approach with a Garmin GTN 650
Scenario 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.
As you pass through 100 feet AGL, the runway threshold and touchdown zone lights start to poke through the fog—just enough to line things up. You glance left to check the PAPI and, at the same time, keep an eye on your instruments. That’s when you notice something weird: the glideslope says you’re right on path, but the PAPI shows you’re just a little low.
So now you’ve got a decision to make: • Do you trust the instruments and continue to land? • Or do you play it safe and go around?
Hard IFR vs. the Checkride This is where real-world IFR flying separates itself from the checkride. The ride feels almost scripted: constant vectors to final, the same familiar approaches, and airports you’ve probably flown into before, even in VFR. You usually know the terrain, the obstacles, and what to expect.
But out in the real world, you don’t always get that luxury. Sometimes you’re flying into an unfamiliar airport, with little margin for error, and the only thing that keeps you ahead of the airplane is a solid approach briefing. And that briefing really should start well before you even sit down in the cockpit.
Why the Notes Section Matters One of the most overlooked parts of the approach plate is the notes section. A lot of pilots skim right past it, but that’s where some of the most important “gotchas” are hiding—the limitations, restrictions, and curveballs that could turn an otherwise normal approach into an unexpected go-around.
If you take just a little extra time to brief those notes, you’ll head into the approach with clear expectations, less confusion, and fewer last-second decisions when workload is already maxed out.
Turning Notes into Action One of the easiest examples is when you see:
“VGSI and ILS glidepath not coincident.”
I’ve heard plenty of pilots brief that by simply reading the words out loud, but that doesn’t really prepare you for what it means when you break out. A better way is to dig a little deeper. Compare the threshold crossing height (TCH) of the VGSI (like the PAPI or VASI) with the TCH listed for the ILS glideslope in the profile view.
Now you can brief it with actual meaning:
“The VGSI and ILS glidepath are not coincident. The glideslope TCH is 54 feet, while the VGSI is 70 feet. When we break out, I expect to see three red and one white on the PAPI if we’re on the ILS glidepath. If I see that, we continue. But if I see four reds, that’s an immediate go-around.”
The Payoff See the difference? By briefing exactly what you expect to see, you’ve removed uncertainty from the picture. You know what’s normal, you know what’s not, and you know what action to take. That’s how you avoid hesitation in a high-stress, low-visibility moment. Instead of just reading a note, you’ve turned it into a practical risk management tool.
👉 Want a simple way to make your own approach briefings clear and organized? Check out this video where I walk through the ILS10R Approach into the Columbus International Airport (KCMH). Use it as a template the next time you fly IFR, and you’ll never look at the notes section the same way again.
https://media.ifrfocus.com/wp-content/uploads/2025/09/24123434/Copy-of-whats-wrong.png10001250James Oniealhttps://media.ifrfocus.com/wp-content/uploads/2025/12/09123420/IFR_Christmas_web-1.pngJames Onieal2025-09-30 08:55:492025-10-03 13:51:50Don’t Just Read the Notes—Use Them
Welcome to the latest edition of the Instrument Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your instrument training and be expected to demonstrate during your checkride.
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.
Each maneuver is part of Sporty’s Instrument Rating Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
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.
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.”
The Four Ways to Conduct and Log IAPs
You can meet the requirement using:
Actual instrument conditions in an aircraft (flying in real IMC).
Simulated instrument conditions in an aircraft with a view-limiting device (like foggles) and a qualified safety pilot.
FAA-approved simulators or devices: Full Flight Simulator (FFS, Level A-D), Flight Training Device (FTD, Level 4-7), or Aviation Training Device (ATD, with a valid LOA). Be sure to check the LoA for what’s permissable.
A combination of the above, as allowed under §61.57(c)(4) or (5).
Key Conditions for Logging an IAP
To log it, the approach must meet all these criteria (from FAA legal interpretations):
Solely by reference to instruments: Whether in an aircraft or sim, you must fly using instruments only—no peeking outside.
Established on each required segment: Fly the full IAP from the initial approach fix (IAF) or feeder route, through the initial, intermediate, and final approach segments, down to the minimum descent altitude (MDA) or decision altitude (DA). (Exception: If radar-vectored to the final approach course or cleared otherwise by ATC, you can start from there.)
IMC (actual or simulated) to MDA/DA: The IMC must persist until you reach the MDA or DA when flying in sims or with foggles; however, if you break out to VMC on the final segment before or at MDA/DA, it’s still loggable as long as you’ve flown a portion of the final approach segment in IMC.
Under actual or simulated instrument conditions: Log actual or simulated instrument time alongside the approach— you can’t log an IAP without it.
Important Notes:
Safety Pilot Requirements: For simulated approaches in an aircraft, your safety pilot needs a current medical, must be rated in the category/class, and sit at the other controls. Log their name too (§§61.3(c), 61.51, 61.57(c), 91.109).
Missed Approach Segment: Not required to log the IAP, but practice it for proficiency!
Deviations for Safety: In simulated flight, if you deviate from the final segment (e.g., to avoid traffic) after passing the final approach fix (FAF), you can still log it.
Vectors and Clearances: Unless vectored or cleared to a specific point, execute the entire published IAP. A safety pilot or instructor can simulate ATC vectors.
Real-World Examples
You’re IFR-cleared for an ILS approach, flying solely by instruments in IMC. You stay established on all segments, pass the FAF, break out to VMC before DA, spot the runway, and land. Loggable? Yes—meets all conditions.
In VFR conditions, you’re under foggles with a CFII simulating ATC vectors to the GPS approach. You stay established through each segment, simulate IMC to MDA, break out, and land. Loggable? Yes—proper sim conditions and safety pilot.
IFR-filed but in VMC, under foggles with a safety pilot. Cleared for a VOR approach, you fly all segments to MDA, then execute a simulated missed and hold. Loggable? Yes—even without landing, as the missed segment isn’t required.
Take Our Survey
Have questions or a scenario to run by the IFR experts? Drop it in the comments or email us at IFRFocus@Sportys.com.
https://media.ifrfocus.com/wp-content/uploads/2025/08/22121919/ask-an-expert-logging-approach.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/12/09123420/IFR_Christmas_web-1.pngIFR Focus Team2025-09-19 08:55:272025-08-26 10:25:12Ask the IFR Expert: When Can You Legally Log an Instrument Approach?
Ask an IFR Expert: LPV vs. ILS—Which Should You Fly in Low Weather?
/by Eric RadtkeThis is a question that comes up a lot, and it’s a perfect example of how IFR technology gives us more options—but also more decisions to make. Let’s break it down.
LPV vs. ILS—The Basics
An ILS is the classic precision approach, with a localizer for lateral guidance and a glideslope for vertical guidance. It’s reliable, predictable, and widely used around the world.
An LPV (Localizer Performance with Vertical guidance) is a GPS-based approach using WAAS. It gives you precision-like vertical guidance and often lower minimums than older non-WAAS GPS approaches. LPVs can even match or beat ILS minimums in some cases.
Pilot Perspective
Weather Minimums: Always check the published minima. If the LPV offers a lower minimum or better runway alignment than the ILS, it might be the safer option in low weather—but only if you and your aircraft are equipped and comfortable flying it.
Familiarity: In high workload situations, some pilots find the ILS easier to fly simply because it’s familiar and predictable.
Missed Approaches: LPV missed approaches can be more flexible, but always review the procedure. ILS missed approaches are well-established and widely flown.
ATC Perspective
From ATC’s point of view, LPV and ILS are largely interchangeable. However, they might favor an ILS in busy airspace because the procedure is predictable and familiar, helping with sequencing. In tricky, unfamiliar or challenging terrain, LPVs can sometimes offer safer vertical guidance.
What to Choose
Both LPV and ILS are highly capable precision approaches. Your choice should be guided by your equipment, training, familiarity, and current weather. LPV isn’t automatically “better” than an ILS—it’s another tool in your IFR toolbox. Always check your charts (and notes), know your aircraft, and communicate with ATC if you have a preference.
Video Tip: How to Fly an LPV Approach with a Garmin GTN 650
/by IFR Focus TeamFor 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.
In this video tip from Sporty’s Instrument Rating Course, we’ll break down the key differences between a GPS LNAV and LPV approach, and demonstrate step-by-step how to fly an LPV using the Garmin GTN 650 navigator.
Ready to sharpen your IFR skills even further? Sporty’s Instrument Rating Course combines over 13 hours of in-flight HD training with powerful written test prep tools—everything you need to build confidence and earn your rating.
Don’t Just Read the Notes—Use Them
/by James OniealScenario
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.
As you pass through 100 feet AGL, the runway threshold and touchdown zone lights start to poke through the fog—just enough to line things up. You glance left to check the PAPI and, at the same time, keep an eye on your instruments. That’s when you notice something weird: the glideslope says you’re right on path, but the PAPI shows you’re just a little low.
So now you’ve got a decision to make:
• Do you trust the instruments and continue to land?
• Or do you play it safe and go around?
Hard IFR vs. the Checkride
This is where real-world IFR flying separates itself from the checkride. The ride feels almost scripted: constant vectors to final, the same familiar approaches, and airports you’ve probably flown into before, even in VFR. You usually know the terrain, the obstacles, and what to expect.
But out in the real world, you don’t always get that luxury. Sometimes you’re flying into an unfamiliar airport, with little margin for error, and the only thing that keeps you ahead of the airplane is a solid approach briefing. And that briefing really should start well before you even sit down in the cockpit.
Why the Notes Section Matters
One of the most overlooked parts of the approach plate is the notes section. A lot of pilots skim right past it, but that’s where some of the most important “gotchas” are hiding—the limitations, restrictions, and curveballs that could turn an otherwise normal approach into an unexpected go-around.
If you take just a little extra time to brief those notes, you’ll head into the approach with clear expectations, less confusion, and fewer last-second decisions when workload is already maxed out.
Turning Notes into Action
One of the easiest examples is when you see:
I’ve heard plenty of pilots brief that by simply reading the words out loud, but that doesn’t really prepare you for what it means when you break out. A better way is to dig a little deeper. Compare the threshold crossing height (TCH) of the VGSI (like the PAPI or VASI) with the TCH listed for the ILS glideslope in the profile view.
Now you can brief it with actual meaning:
The Payoff
See the difference? By briefing exactly what you expect to see, you’ve removed uncertainty from the picture. You know what’s normal, you know what’s not, and you know what action to take. That’s how you avoid hesitation in a high-stress, low-visibility moment. Instead of just reading a note, you’ve turned it into a practical risk management tool.
👉 Want a simple way to make your own approach briefings clear and organized? Check out this video where I walk through the ILS10R Approach into the Columbus International Airport (KCMH). Use it as a template the next time you fly IFR, and you’ll never look at the notes section the same way again.
Instrument Maneuver Spotlight: Instrument Takeoff
/by IFR Focus TeamWelcome to the latest edition of the Instrument Maneuver Spotlight series. Here we’ll highlight the various maneuvers you’ll practice during your instrument training and be expected to demonstrate during your checkride.
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.
Each maneuver is part of Sporty’s Instrument Rating Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
New Interactive Series: What’s Wrong?
/by Pilot WorkshopsWelcome 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?
/by IFR Focus TeamUnder 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.”
The Four Ways to Conduct and Log IAPs
You can meet the requirement using:
Key Conditions for Logging an IAP
To log it, the approach must meet all these criteria (from FAA legal interpretations):
Important Notes:
Real-World Examples
Take Our Survey
Have questions or a scenario to run by the IFR experts? Drop it in the comments or email us at IFRFocus@Sportys.com.