Understanding a terminal procedures publication is key to completing a successful flight under instrument flight rules. How well can you interpret all the codes and symbols on an IFR approach chart?
The final approach fix for the precision approach is located at
Correct!Wrong!
What is the touchdown zone elevation for RWY 16L on Mahlon Sweet Field?
Correct!Wrong!
What waypoints are designated as fly-over waypoints?
Correct!Wrong!
The symbol on the plan view represents a minimum safe sector altitude within 25 NM from the
Correct!Wrong!
Which runway and landing environment lighting is available for approach and landing on RWY 4 at William P. Hobby airport?
Correct!Wrong!
You are flying the ILS or LOC Y Rwy 4 approach to HOU. What frequency would you use to contact Houston Approach Control?
Correct!Wrong!
You're inbound to land using the ILS 34 approach. How much landing distance is available on RWY 34?
Correct!Wrong!
You have the required visual references are in sight. When should you leave the MDA and begin your descent to the runway?
Correct!Wrong!
What determines the MAP for the straight-in VOR/DME RWY 36 approach at PUC?
Correct!Wrong!
What does the symbol T within a black triangle in the minimums section of the IAP for a particular airport indicate?
Instrument training is demanding, but at its most basic the goal is quite simple: keep the wings level and the needles crossed. Do that a few times with an examiner and you can pass the checkride. But if your goal is to use your instrument rating for real (and do it safely), there’s a lot more to consider.
As usual, it’s the little things that count, and many of them aren’t found in the FAA textbooks. Do them all and instrument flying becomes a safe, smooth and downright graceful experience – more art than science. Do none of them and you still might find the runway, but the safety margins will be awfully thin.
Here are seven of my favorite tips for better IFR approaches.
You found the runway – but the work isn’t over.
1. Be comfortable at the final approach fix or go missed. Descending from the final approach fix towards the runway is a critical time in the life of an instrument pilot, since you are deliberately flying low to the ground without any visual references. Before you cross that fix and start the descent, take a deep breath and be absolutely certain that all is well. Are the avionics set up just right? Do you know your MDA or DH? Are the needles reasonably steady? Do you feel like you’re in control of the situation? If the answer is no to any of these questions, execute the missed approach and get things squared away before trying it again. It’s far easier and safer to go around at 3000 ft. than 300 ft.
2. Have a heading hypothesis and test it – don’t chase needles. When you’re flying an instrument approach, ultimately the goal is to keep the needles crossed, but the polished instrument pilot doesn’t blindly chase the gauges. Instead, they will start the approach with a hypothesis in mind: “given the strong wind from the west, I’m going to start with a 15 degree wind correction to the right of the 190 inbound course.” They will fly that heading and see what the result is, then adjust their hypothesis given the new evidence. Too much of a correction? Try cutting that angle in half. This approach is subtly different compared to the needle chaser, but it’s supremely important when the weather really stinks. Fly a heading you think will work, and observe the trend – you’ll learn a lot.
3. Make small heading changes with rudder only. Inside the final approach fix, most heading corrections are small (see above). If you’re only taking out 5 degrees of crab angle, try a little rudder pressure instead of rolling into a bank, then rolling out. Most airplanes respond quite well to this trick, it’s more stable, and it will prevent you from over-controlling. This is especially true as you get close to the runway on an ILS or LPV, where a one dot correction is tiny.
4. Know your profiles. This goes right along with the advice about having a heading in mind before you start the approach: don’t chase airspeed and sink rate. Instead, you should know the profile ahead of time (power setting, flaps/gear configuration, sink rate, and airspeed) for both a non-precision approach and a precision approach. Start with that known profile, then adjust as needed. Strong headwind today? Add an inch of manifold pressure or 100 RPM. But don’t be a throttle jockey.
MDA or DH? Make sure you know before you start down.
5. Brief every approach – even if it’s to yourself. 400 ft. AGL is no place to be reading an approach plate. Take the time in cruise to read over the chart and memorize (or at least highlight) important numbers: minimums, missed approach procedure, and minimum safe altitude. This is especially true for WAAS approaches, where the type of minimum (precision approach with a DA or non-precision with an MDA) is critically important. If you have a co-pilot or passenger, talk this through with your right seater. If not, brief yourself out loud.
6. When you break out, do nothing for a second. After a well-executed approach, there’s no better feeling than seeing the runway lights emerge from the gray. But many pilots get so excited at the sight that they duck under the glide path and get perilously close to trees or other obstacles. It’s a hard reaction to fight, so the best advice is to do nothing for just a second. If you flew a good approach, your airplane should be on glide path and on speed – so why mess with it?
7. Practice missed approaches – after using the autopilot. Lots of pilots practice flying missed approaches, but most often this is after a hand flown approach. A more realistic scenario is one where the autopilot flies the approach but you have to take the controls at minimums when you start the missed approach (many autopilots won’t fly a coupled go around). Do you know how your autopilot reacts? Do you know what it feels like to punch off the autopilot and start hand flying at low level? It’s worth practicing.
There are dozens of other “little tips” that go into a perfect instrument flight, from a thoughtful weather briefing to smooth level-offs. But it’s the approach where things matter most. Any other tips you would add?
https://media.ifrfocus.com/wp-content/uploads/2025/07/25103746/7-tips-for-instrument-approaches-1.png10001250John Zimmermanhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJohn Zimmerman2025-07-08 09:00:222025-07-25 10:37:54The art of instrument approaches – 7 tips for proficient flying
What is the difference between an LPV and an LNAV approach? Do you have to adhere to the altitudes on stepdown fixes when flying the glideslope on an LNAV+V approach? And on what segments of an ILS approach can you use an IFR-approved GPS for primary navigation? Learn the answers to these questions and more in our latest IFR video tip.
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/2025/02/16110801/Copy-of-Copy-of-RNAV-approach-tips.png10001250Bret Koebbehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngBret Koebbe2025-07-04 08:55:062025-07-01 11:30:58RNAV/GPS Instrument Approach Tips – LPV, LNAV+V and more (video tip)
Aircraft fall into one of five approach categories (A-E) based on the aircraft’s target final approach speed, or reference speed (Vref). If this speed is not published for the aircraft, then a speed of 1.3 times the stall speed in the landing configuration (Vso) at the maximum landing weight should be used. These speeds are established for the aircraft by the aircraft’s certifying authority. Instrument approach charts publish minimum landing criteria (altitudes and visibility) that correspond to the approach categories. If a category is not listed, then it is not authorized.
In the example below from the John F. Kennedy Airport (KJFK), ILS or LOC RWY 13L approach, the decision altitude (213′) and minimum visibility (1,800′ runway visual range), remain the same for Category A-D aircraft. However, if intending to circle to land on an alternate runway Category A & B aircraft must use a minimum descent altitude (MDA) of 680′ and visibility of 1 mile while Category C & D aircraft must abide by a MDA of 700′ and a dramatic increase in minimum visibility to 2 and 2.25 miles respectively.
A pilot is required to use the minima corresponding to the aircraft’s category or higher depending on the speed being flown during the approach. This is necessary in order to provide adequate obstacles obstruction as the higher the approach speed, the larger the turning radius in the case of a circling approach. Therefore, if a pilot chooses to use a higher airspeed than the category established for the aircraft, then the minimums for the higher category must be used. For example, if an airplane fits into Category A but is circling to land at a speed of 95 knots, the approach Category B minimums must be used. It’s important to note that a pilot may NOT choose to utilize a lower approach category even if flying at a lower airspeed.
Most single engine piston-powered aircraft will fit into Category A while most turbine-powered aircraft will fit into Category B and above.
Category A: less than 91 knots
Category B: 91 – 120 knots
Category C: 121 – 140 knots
Category D:141 – 165 knots
Category E: More than 166 knots
A minimum of 300 feet of obstacle clearance is provided in the circling segment. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent and using normal maneuvers.
https://media.ifrfocus.com/wp-content/uploads/2025/02/30143611/Copy-of-whats-in-an-approach-category-1.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-07-01 08:55:422025-06-30 14:36:50What’s in an approach category?
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/2025/06/24101921/Copy-of-approach-lighting-systems.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-06-27 10:00:362025-06-24 10:22:52Mastering Approach Lighting Systems: Insights and Scenarios for Instrument Pilots
The two most useful benefits have been ADS-B datalink weather and a real-time traffic display in the cockpit, delivered by the network of ADS-B ground stations in the U.S. These free services are available to pilots of all aircraft types (even drones) thanks to the widespread availability of inexpensive, portable ADS-B receivers and rapid developments in mobile app and panel-mount avionics technology.
There is a lot more to gain from these NextGen services than just being able to see the location of thunderstorm cells on your iPad in flight, or noting the location of an airliner passing 10 miles in front of you. When used strategically you can use this information to gain additional insight into what’s going on in the airspace around you and make more informed decisions on each flight, giving you an edge when dealing with air traffic control.
Until recently we had no other choice but to rely on ATC and Flight Service as the primary source of information. How is the weather developing? Call the controller or a flight service specialist. Where is the traffic? Wait for ATC to inform you of a potential conflict. What is the best IFR route and which approach can I expect? ATC will tell you when it’s convenient for them.
These challenges and unknowns have always been a part of flying IFR, but with NextGen that’s starting to change. This new technology has eliminated many of these unknowns, providing pilots with the information needed to make more-informed decisions during every phase of flight, from preflight to shutdown.
Let’s start with the IFR route selection process. Gone are the days of making an educated guess on a route, only to have ATC respond with a full route clearance with intersections and airways. It now takes only a moment in ForeFlight, Garmin Pilot or FltPlan.com to enter a departure and destination airport and then see recently issued clearances to other aircraft flying the same route. They’re even sorted by altitude so you can find the option that best matches the performance of your airplane. File one of these routes and you’re almost guaranteed a “cleared as filed” from clearance delivery.
On that same topic, the need to “call” clearance delivery is no longer a requirement at all airports. Both ForeFlight and FltPlan.com offer GA pilots convenient access to the Pre-Departure Clearance system that the airlines have been using for years. After enrolling in this service, and when departing from one of over 70 approved airports in the U.S., your IFR clearance will be sent via email and text message 30 minutes before departure.
Currently, this works at airports served by airlines in busy Class B and C airspace where you’re also most likely to receive a complex IFR clearance. The textual clearance also includes a digital transcription of the current ATIS. With routine these tasks out of the way before you step foot in the airplane, you can devote 100% of your attention to programming the GPS and preparing for taxi instead of studying IFR charts and departure procedures searching for obscure waypoints and other gotchas.
After takeoff, you can use the datalink weather component of NextGen to stay ahead of ATC when flying near convective weather. Prior to ADS-B, you had to rely on the advice of ATC, Flight Watch and Flight Service to guide you around the storms and hold on tight if the ride got rough. Now you can easily identify thunderstorms, icing or turbulence threats hundreds of miles away and request to modify your route accordingly. The controllers prefer you handle weather avoidance in this manner as well with a predetermined route, as opposed to flying up to the weather and then making multiple heading requests.
On longer flights, the best time to start planning for the arrival and approach is when things are quiet during cruise and while several hundred miles from the destination. The problem is you may not be able to receive the ATIS at this range, so there’s no way to confirm which runway or instrument approach is in use to begin preparing for the approach. Don’t give up there – all it takes is a little detective work with the traffic layer in your mobile app to determine the active runway.
First, make sure you have an unrestricted or unfiltered traffic layer enabled on the moving map, zoom into the destination airport, and turn on the extended centerlines feature. Now keep an eye out for traffic approaching and descending towards the airport and you’ll be able to see which runway is in use. I used this trick when flying into Nashville recently and was able to determine they were using the ILS or RNAV Runway 20L approach and using runway 20C for departures. All of this was observed by tracking another airplane’s final approach course on the map while I was still 250 miles southeast of the airport.
You can use the nearby traffic depiction to expedite the issuance of a visual approach clearance too when flying into a busy towered airport. When the weather is VFR, it’s not uncommon to be vectored into a sequence behind multiple aircraft. The inefficiency occurs as ATC has to build in extra spacing between each airplane to ensure adequate separation, leading to time-consuming vectors. But here’s where your NextGen tools can help. After visually locating the airport, begin developing a mental picture of the preceding aircraft and try to find their location on the traffic display on your iPad. This should make it much easier to spot them visually, at which point you can let ATC know you have both airport and traffic in front and sight. If they’re on top of things, the controller can now clear you for the visual approach sooner since you have the airplane you’re following in sight.
This is just the beginning of what NextGen has to offer to make our flights more efficient and interactions with ATC more meaningful. The next 10 years will be even more exciting, as internet connectivity reaches the GA cockpit and ATC communications transition to digital messages. I’m personally looking forward to retiring the phrase “say again” and forgetting how to adjust squelch on analog radios.
https://media.ifrfocus.com/wp-content/uploads/2025/06/23092311/staying-one-step-ahead.png10001250Bret Koebbehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngBret Koebbe2025-06-24 09:19:302025-06-23 09:23:47Keeping One Step Ahead of ATC when flying IFR
Quiz: IFR Approach Chart Symbols
/by Chris ClarkeUnderstanding a terminal procedures publication is key to completing a successful flight under instrument flight rules. How well can you interpret all the codes and symbols on an IFR approach chart?
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The art of instrument approaches – 7 tips for proficient flying
/by John ZimmermanInstrument training is demanding, but at its most basic the goal is quite simple: keep the wings level and the needles crossed. Do that a few times with an examiner and you can pass the checkride. But if your goal is to use your instrument rating for real (and do it safely), there’s a lot more to consider.
As usual, it’s the little things that count, and many of them aren’t found in the FAA textbooks. Do them all and instrument flying becomes a safe, smooth and downright graceful experience – more art than science. Do none of them and you still might find the runway, but the safety margins will be awfully thin.
Here are seven of my favorite tips for better IFR approaches.
You found the runway – but the work isn’t over.
1. Be comfortable at the final approach fix or go missed. Descending from the final approach fix towards the runway is a critical time in the life of an instrument pilot, since you are deliberately flying low to the ground without any visual references. Before you cross that fix and start the descent, take a deep breath and be absolutely certain that all is well. Are the avionics set up just right? Do you know your MDA or DH? Are the needles reasonably steady? Do you feel like you’re in control of the situation? If the answer is no to any of these questions, execute the missed approach and get things squared away before trying it again. It’s far easier and safer to go around at 3000 ft. than 300 ft.
2. Have a heading hypothesis and test it – don’t chase needles. When you’re flying an instrument approach, ultimately the goal is to keep the needles crossed, but the polished instrument pilot doesn’t blindly chase the gauges. Instead, they will start the approach with a hypothesis in mind: “given the strong wind from the west, I’m going to start with a 15 degree wind correction to the right of the 190 inbound course.” They will fly that heading and see what the result is, then adjust their hypothesis given the new evidence. Too much of a correction? Try cutting that angle in half. This approach is subtly different compared to the needle chaser, but it’s supremely important when the weather really stinks. Fly a heading you think will work, and observe the trend – you’ll learn a lot.
3. Make small heading changes with rudder only. Inside the final approach fix, most heading corrections are small (see above). If you’re only taking out 5 degrees of crab angle, try a little rudder pressure instead of rolling into a bank, then rolling out. Most airplanes respond quite well to this trick, it’s more stable, and it will prevent you from over-controlling. This is especially true as you get close to the runway on an ILS or LPV, where a one dot correction is tiny.
4. Know your profiles. This goes right along with the advice about having a heading in mind before you start the approach: don’t chase airspeed and sink rate. Instead, you should know the profile ahead of time (power setting, flaps/gear configuration, sink rate, and airspeed) for both a non-precision approach and a precision approach. Start with that known profile, then adjust as needed. Strong headwind today? Add an inch of manifold pressure or 100 RPM. But don’t be a throttle jockey.
MDA or DH? Make sure you know before you start down.
5. Brief every approach – even if it’s to yourself. 400 ft. AGL is no place to be reading an approach plate. Take the time in cruise to read over the chart and memorize (or at least highlight) important numbers: minimums, missed approach procedure, and minimum safe altitude. This is especially true for WAAS approaches, where the type of minimum (precision approach with a DA or non-precision with an MDA) is critically important. If you have a co-pilot or passenger, talk this through with your right seater. If not, brief yourself out loud.
6. When you break out, do nothing for a second. After a well-executed approach, there’s no better feeling than seeing the runway lights emerge from the gray. But many pilots get so excited at the sight that they duck under the glide path and get perilously close to trees or other obstacles. It’s a hard reaction to fight, so the best advice is to do nothing for just a second. If you flew a good approach, your airplane should be on glide path and on speed – so why mess with it?
7. Practice missed approaches – after using the autopilot. Lots of pilots practice flying missed approaches, but most often this is after a hand flown approach. A more realistic scenario is one where the autopilot flies the approach but you have to take the controls at minimums when you start the missed approach (many autopilots won’t fly a coupled go around). Do you know how your autopilot reacts? Do you know what it feels like to punch off the autopilot and start hand flying at low level? It’s worth practicing.
There are dozens of other “little tips” that go into a perfect instrument flight, from a thoughtful weather briefing to smooth level-offs. But it’s the approach where things matter most. Any other tips you would add?
RNAV/GPS Instrument Approach Tips – LPV, LNAV+V and more (video tip)
/by Bret KoebbeWhat is the difference between an LPV and an LNAV approach? Do you have to adhere to the altitudes on stepdown fixes when flying the glideslope on an LNAV+V approach? And on what segments of an ILS approach can you use an IFR-approved GPS for primary navigation? Learn the answers to these questions and more in our latest IFR video tip.
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.
What’s in an approach category?
/by Eric RadtkeAircraft fall into one of five approach categories (A-E) based on the aircraft’s target final approach speed, or reference speed (Vref). If this speed is not published for the aircraft, then a speed of 1.3 times the stall speed in the landing configuration (Vso) at the maximum landing weight should be used. These speeds are established for the aircraft by the aircraft’s certifying authority. Instrument approach charts publish minimum landing criteria (altitudes and visibility) that correspond to the approach categories. If a category is not listed, then it is not authorized.
In the example below from the John F. Kennedy Airport (KJFK), ILS or LOC RWY 13L approach, the decision altitude (213′) and minimum visibility (1,800′ runway visual range), remain the same for Category A-D aircraft. However, if intending to circle to land on an alternate runway Category A & B aircraft must use a minimum descent altitude (MDA) of 680′ and visibility of 1 mile while Category C & D aircraft must abide by a MDA of 700′ and a dramatic increase in minimum visibility to 2 and 2.25 miles respectively.
A pilot is required to use the minima corresponding to the aircraft’s category or higher depending on the speed being flown during the approach. This is necessary in order to provide adequate obstacles obstruction as the higher the approach speed, the larger the turning radius in the case of a circling approach. Therefore, if a pilot chooses to use a higher airspeed than the category established for the aircraft, then the minimums for the higher category must be used. For example, if an airplane fits into Category A but is circling to land at a speed of 95 knots, the approach Category B minimums must be used. It’s important to note that a pilot may NOT choose to utilize a lower approach category even if flying at a lower airspeed.
Most single engine piston-powered aircraft will fit into Category A while most turbine-powered aircraft will fit into Category B and above.
A minimum of 300 feet of obstacle clearance is provided in the circling segment. Pilots should remain at or above the circling altitude until the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent and using normal maneuvers.
Mastering Approach Lighting Systems: Insights and Scenarios for Instrument Pilots
/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
Keeping One Step Ahead of ATC when flying IFR
/by Bret KoebbeThe two most useful benefits have been ADS-B datalink weather and a real-time traffic display in the cockpit, delivered by the network of ADS-B ground stations in the U.S. These free services are available to pilots of all aircraft types (even drones) thanks to the widespread availability of inexpensive, portable ADS-B receivers and rapid developments in mobile app and panel-mount avionics technology.
Until recently we had no other choice but to rely on ATC and Flight Service as the primary source of information. How is the weather developing? Call the controller or a flight service specialist. Where is the traffic? Wait for ATC to inform you of a potential conflict. What is the best IFR route and which approach can I expect? ATC will tell you when it’s convenient for them.
These challenges and unknowns have always been a part of flying IFR, but with NextGen that’s starting to change. This new technology has eliminated many of these unknowns, providing pilots with the information needed to make more-informed decisions during every phase of flight, from preflight to shutdown.
Let’s start with the IFR route selection process. Gone are the days of making an educated guess on a route, only to have ATC respond with a full route clearance with intersections and airways. It now takes only a moment in ForeFlight, Garmin Pilot or FltPlan.com to enter a departure and destination airport and then see recently issued clearances to other aircraft flying the same route. They’re even sorted by altitude so you can find the option that best matches the performance of your airplane. File one of these routes and you’re almost guaranteed a “cleared as filed” from clearance delivery.
On that same topic, the need to “call” clearance delivery is no longer a requirement at all airports. Both ForeFlight and FltPlan.com offer GA pilots convenient access to the Pre-Departure Clearance system that the airlines have been using for years. After enrolling in this service, and when departing from one of over 70 approved airports in the U.S., your IFR clearance will be sent via email and text message 30 minutes before departure.
Currently, this works at airports served by airlines in busy Class B and C airspace where you’re also most likely to receive a complex IFR clearance. The textual clearance also includes a digital transcription of the current ATIS. With routine these tasks out of the way before you step foot in the airplane, you can devote 100% of your attention to programming the GPS and preparing for taxi instead of studying IFR charts and departure procedures searching for obscure waypoints and other gotchas.
On longer flights, the best time to start planning for the arrival and approach is when things are quiet during cruise and while several hundred miles from the destination. The problem is you may not be able to receive the ATIS at this range, so there’s no way to confirm which runway or instrument approach is in use to begin preparing for the approach. Don’t give up there – all it takes is a little detective work with the traffic layer in your mobile app to determine the active runway.
First, make sure you have an unrestricted or unfiltered traffic layer enabled on the moving map, zoom into the destination airport, and turn on the extended centerlines feature. Now keep an eye out for traffic approaching and descending towards the airport and you’ll be able to see which runway is in use. I used this trick when flying into Nashville recently and was able to determine they were using the ILS or RNAV Runway 20L approach and using runway 20C for departures. All of this was observed by tracking another airplane’s final approach course on the map while I was still 250 miles southeast of the airport.
You can use the nearby traffic depiction to expedite the issuance of a visual approach clearance too when flying into a busy towered airport. When the weather is VFR, it’s not uncommon to be vectored into a sequence behind multiple aircraft. The inefficiency occurs as ATC has to build in extra spacing between each airplane to ensure adequate separation, leading to time-consuming vectors. But here’s where your NextGen tools can help. After visually locating the airport, begin developing a mental picture of the preceding aircraft and try to find their location on the traffic display on your iPad. This should make it much easier to spot them visually, at which point you can let ATC know you have both airport and traffic in front and sight. If they’re on top of things, the controller can now clear you for the visual approach sooner since you have the airplane you’re following in sight.
This is just the beginning of what NextGen has to offer to make our flights more efficient and interactions with ATC more meaningful. The next 10 years will be even more exciting, as internet connectivity reaches the GA cockpit and ATC communications transition to digital messages. I’m personally looking forward to retiring the phrase “say again” and forgetting how to adjust squelch on analog radios.