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.
Before an IFR flight, the cockpit setup and check for flight instruments is more than just a box to check—it’s your first line of defense against in-flight surprises or emergencies. This systematic preflight review verifies that each required instrument is not only present and functional, but operating within acceptable limits.
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.
I’m an unabashed geek when it comes to avionics. My flight instruction career has lived in parallel to one in technical education and writing. It also started less than a year after Garmin introduced the original GNS 430, so maybe it was destiny that my niche would be avionics training and IFR training.
That said, I despise pushing pixels around just for the wow factor. I want every bit of tech to do something for me. The effort needs to have some payoff in speed, ease, or safety.
Obvious payoffs are simple, but subtle ones can be equally important. How you use your cockpit technology affects how you interact with the flight. It reinforces—or erodes—habits that promote safety. Put more grandly, the way you use your cockpit tech changes the way you think in flight.
Here’s a simple example: My GPS navigator is always set up to show the desired track (DTK), actual track (TRK), and cross-track error (XTE). From takeoff, through en route, and on approach, I’m checking and correcting to keep DTK and TRK equal. My game is to keep XTE, which is my lateral distance off-course, to under 0.05 miles. Ideally, I’ll keep it under 0.02. That’s 180 feet left or right of course.
ATC can’t see that level of deviation. The en route CDI is centered even if you squint. In fact, there’s no compelling reason to fly that precisely except on approach. Even then, 180 feet left or right will pass an ATP exam with room to spare.
However, maintaining that pervasive awareness of desired track and heading keeps me engaged in the flight in a way I wouldn’t otherwise be. Small changes in winds are immediately apparent. That, in turn, makes me consider the validity of the forecast, check my groundspeed, review my fuel at the destination, consider which off-route airports are downwind from me, should I need one. It even tunes my scan and awareness of trim: “Why do I keep rolling a bit left today?”
All of that is fallout from one screen customization and habit.
Of course, I’m human and easily distracted, so I’ll look over at times and see an appalling XTE of 0.4. Aviation is terrific for promoting humility. The point is that these little tech habits add up. There are dozens, so here are a few more of my favorites.
Terrain on a secondary map: This started when flying G1000 systems where I could put terrain awareness on the moving map. The problem was that the entire MFD becoming yellow, then red approaching an airport didn’t sit so well with passengers. It was better to show terrain only on the little PFD inset map. That way, only I could always see the location of high terrain around the airport on approach. With dual GPS navigators showing terrain, I prefer to have the secondary navigator show terrain on the approach.
Loading destination frequencies from the database: It’s simple to dial in your destination frequencies after reading them from the approach chart. However, your GPS has those frequencies in its database as well. I like to load them from the waypoint pages specifically to stay facile with using those waypoint pages. If my tablet dies in flight, or just slips out of reach, grabbing frequencies or other data from the GPS is a ready skill. I also find it just improves the mindset, “OK, time to really review and set up for my destination.”
Monitoring airports below or Guard: I’m a big fan of listening to airports I’m over flying when it’s VMC and I’m not very high. More than once, I’ve heard traffic that could be a concern before ATC called it. It also keeps me in tune with what’s going on in the aerial world around me. My favorite way to do this is using the monitor function available on some radios (including the GTN 650/750, SL30, and GX60). Monitor auditions both the active and standby frequency of the same radio transmissions on the active frequency mute the standby one. Up high or IFR, I can tune Guard in standby and monitor it. Of course, monitoring can be done with two radios as well, but without the auto-mute.
Weight and balance, and performance planning on the tablet: It’s easy to gloss over this planning because our aircraft performance is well within the requirements for most of the airports we use. However, knowing roughly where you should rotate is a great check for any subtle issues affecting your craft. Knowing your landing weight is the first step in determining a correct reference speed for landing. Many GA pilots, without an AOA indicator, use the same final approach speed regardless of weight. Yet for any airplane with a short-final speed over 70 knots or with a useful load pushing 40 percent of gross weight, adjusting landing speed for weight will improve landing quality and control. It also promotes determining and holding a precise speed on approach (presuming that’s appropriate procedure for the landing you have in mind).
Nearest airport on the tablet: Back in the days of flying needles VOR to VOR, an emergency diversion to an off-route airport was by ATC vector or best guess using your thumbs on a paper chart. The moment we had direct-to, magenta lines, and the nearest page on a GPS, it was a self-navigating snap. The irony is that with a moving map, particularly on a tablet, it’s never been easier to play “what-if” games measuring distances and directions to airports if you must make an emergency diversion. Just the act of doing that keeps you more aware of your surrounds and your position along the magenta line as you fly.
And that’s really the takeaway here: You can use the tech to compensate for disengagement or to promote active engagement. It’s your call, but active engagement is undoubtedly safer. And speaking from my own experience, it’s simply more fun.
Watch this Video
Practicing Single-Box Failures
The flip side of squeezing maximum utility from every box is the ability to deal with that box failing at the most inopportune time. If you fly with two nav/coms, you probably use one as your primary and one as your secondary. Fly a series practice approaches with the primary nav/com powered down. Even if you don’t lose specific capability, such as GPS approaches, just the disruption to your normal flow can throw you off. Also, your MFD, traffic display, or other cockpit devices might not work with the GPS inoperative. Try tossing your tablet in the backseat and finishing the flight using your backup device, which might be just your smartphone.
You can take this as far as you want, such as flying the entire approach with the pitch trim still in the cruise position if you only have electric trim. The point is failing a single system and playing out all the repercussions, both obvious and subtle.
You can take this as far as you want, such as flying the entire approach with the pitch trim still in the cruise position if you only have electric trim. The point is failing a single system and playing out all the repercussions, both obvious and subtle.
ForeFlight Question of the Month:
https://media.ifrfocus.com/wp-content/uploads/2025/08/13114548/make-your-avionics-sing.png10001250Jeff Van Westhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJeff Van West2025-08-19 08:55:342025-08-14 10:09:29Practical IFR: Making Avionics Sing
Can you answer all these regulations questions and stay legal in the IFR system?
To meet the minimum instrument experience requirements, within the last 6 calendar months you need to have flown
Correct!Wrong!
An instrument rated pilot, who has not logged any instrument time in 1 year or more, cannot serve as pilot in command under IFR, unless the pilot
Correct!Wrong!
The en route weather is IMC. However, during the descent on an ILS approach, you encounter VMC prior to reaching the initial approach fix. To log the approach toward instrument currency
Correct!Wrong!
Under which of the following conditions must a pilot have at least an instrument rating?
Correct!Wrong!
When is an IFR clearance required during VFR weather conditions?
Correct!Wrong!
What minimum conditions must exist at the destination airport to avoid listing an alternate airport on an IFR flight plan when a standard IAP is available?
Correct!Wrong!
Which procedure should you follow if, during an IFR flight in VFR conditions, you have two way radio communications failure?
Correct!Wrong!
An airport without an authorized instrument approach procedure may be included as the alternate on an IFR flight plan if the forecast indicates that the ceiling and visibility at the ETA will
Correct!Wrong!
The fuel requirements for flight in IFR conditions states that you must have enough fuel to fly to destination, your alternate, and have a reserve of:
Correct!Wrong!
If a pilot chooses to fly to the selected alternate, the landing minimums used at that airport should be the
Editor’s note:This article marks the IFR Focus debut of James Onieal, an ATP-rated pilot and experienced instructor with a wide-ranging background in airline, corporate, charter, and FAA operations. James has flown everything from Cirruses to Sovereigns and now shares lessons learned from years of certifying instrument procedures as a Flight Check pilot. His clear-eyed approach to risk management and cockpit organization is a great fit for our IFR-focused audience. James was also a guest on the Pilot’s Discretion Podcast. We’re thrilled to welcome him to the series.
Too Much Info: How to Focus IFR Thinking
by James Onieal
The most important systems for flying IFR safely and confidently are built on the ground, long before you ever climb into the cockpit to test them.
I’m often asked by newly certified instrument pilots, “What habits or mindsets can I adopt to move from competent to truly proficient?” After 25 years of flying alongside airline, corporate, and military pilots across Part 91, 135, and 121 operations, I’ve found that the key to becoming a great IFR pilot lies in building systems that manage risk long before it becomes a problem.
That lesson hit home when I joined the FAA as a Flight Check pilot in 2012. At the time, I had 4,000 total hours – 2,000 in 121 operations, 900 in 91K fractional flying, and over 1,000 hours instructing in both Part 61 and 141 flight schools. And yet, I was so far behind the airplane, I might as well not have been on board.
It didn’t take long to realize that without a solid organizational system, I’d quickly become the weak link, creating confusion not only for myself, but also for my fellow crew members and ATC. We were flying 30+ approaches a day, five days a week, sequencing in with airliners in Class B airspace in the morning and Cessna 172s at uncontrolled airports by the afternoon, all while navigating around the weather.
If you weren’t ahead of the airplane, you were the obstacle. It was that high-stress, fast-paced, and constantly changing environment that cemented the most important lesson I’ve learned in all my years of flying:
The most important systems for flying IFR safely and confidently are built on the ground, long before you ever climb into the cockpit to test them.
Cockpit Setup
I’ve had the chance to fly a wide variety of aircraft over the years, everything from Pipers, Cessnas, and Cirruses to Saab 340s, Embraer 170s, Citation Sovereigns, and King Air 300s. These days, I’m flying a Beech Baron for business and fun. You’d think that after 13 years of flying and teaching flight check, I’d be an expert in cockpit organization.
But the truth is, every new airplane you fly requires a fresh look at how to optimize your cockpit setup.
When I transitioned into the Barons earlier this year, the smaller cockpit forced me to rethink everything. At 6’5″, I was already tight on space. My full-sized iPad took up too much room, and the center yoke mount I’d always used started interfering with the power levers during landings.
I eventually swapped it for an iPad Mini and mounted it on the side window instead of the yoke bar. That fixed one problem, but introduced another: now my key info was on a smaller screen, in a different place than I was used to. And as summer approached, I found a new issue—overheating. The iPad, now pressed up against a large sunlit window, kept shutting down just when I needed it most.
Instead of just pushing through the frustration, I set aside dedicated hangar time to test different cockpit setups. As nerdy as it sounds, I sat in the plane and walked through a full simulated flight, from engine start to taxi, run-up, takeoff, climb, cruise, descent, IFR approach, landing, and taxi back. I experimented with different iPad mounting locations, rerouted cords to make sure nothing interfered with flight controls, and even tested magnetic cooling fans to prevent the iPad from overheating and shutting down.
Once I landed on a setup that felt solid, I gave myself a self-imposed 10-hour, VFR-only phase. I used that time to fly a few simulated IFR cross-country flights and fine-tune the setup until I was confident I could fly real approaches down to 200 feet AGL—with friends and family on board—safely and without distraction.
Takeaway:Invest the time on the ground. Testing your setup while sitting on the ramp, without burning Hobbs time, can save you from confusion or safety risks in flight. A little prep now might make all the difference when ATC is breathing down your neck and things get busy in the clouds.
Testing your setup while sitting on the ramp, without burning Hobbs time, can save you from confusion or safety risks in flight.
Information Organization
When I started instrument training back in 2001, life was simpler. iPads didn’t exist. Cockpits were filled with round-dial gauges, and most GPS units didn’t display pictures. There was no ADS-B, so we were blissfully unaware of nearby traffic unless we had it on the radio. We relied entirely on paper charts—no moving maps, no synthetic vision, no traffic overlays.
Fast forward to today, and IFR pilots have access to 100 times more information than I ever had in training. But here’s the catch: the human brain can only process a fraction of it at any given time.
Just the other day while flying the Baron, I realized there were at least six different locations in the cockpit where I could access DME information. But it wasn’t just where I got the data, it was also what the data meant. Was the DME showing distance to my next fix? My destination? The nearest airport? A nearby navaid? An ILS or VOR? In a world that preaches “more is better,” I found myself drowning in interesting but often irrelevant data. It led to task saturation and confusion, exactly when I needed clarity the most.
Here’s the key to flying IFR smoothly: it’s not just about knowing where to find information. It’s about knowing what to ignore. This skill rarely gets taught directly; most of us learn it the hard way, by getting overwhelmed at the worst possible moment.
My advice? Break down your cockpit information into three categories:
Need to know
Nice to know
Don’t need to know
Then, further sort those categories by phase of flight.
For example, during an IFR departure, I might need to know the distance, heading, and altitude to my first fix. But once I’m established in cruise, my priorities might shift. Now I might be more focused on things like time to destination, fuel burn, and top-of-descent distance, instead of DME to the nearest ILS.
Takeaway:More information isn’t always better. Take time on the ground to think through what data matters during each phase of flight, and make a conscious decision to focus on that, while tuning out the rest.
Take time on the ground to think through what data matters during each phase of flight.
At the end of the day, developing solid situational awareness is a personal process that takes time and experimentation. The way you build the IFR picture in your head might look different than the way I do, and that’s perfectly okay. The key is to put in the time on the ground, when the stakes are low, your brain has room to think, and you can explore freely in a low-stress, safe environment.
Try different setups, look at all the information available in your cockpit, start sorting it by phase of flight, and learn how to strip the information down to the bare minimum when your stress is highest. The minutes you spend preparing on the ground can save you hours of stress and confusion in the air.
https://media.ifrfocus.com/wp-content/uploads/2025/08/01115405/Too-Much-Info-How-to-Focus-IFR-Thinking.png10001250James Oniealhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJames Onieal2025-08-12 08:55:292025-08-18 21:43:38Too Much Info: How to Focus IFR Thinking
A smooth and efficient scan is the foundation of instrument flying. In this segment, we’ll explore how to prioritize the attitude indicator, interpret supporting instruments, and adjust your scan technique based on cockpit layout and flight conditions. Whether flying steam gauges or glass, learning to slow down and get the full message from each instrument is key to becoming a precise, confident IFR pilot.
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.
If you’re a Private Pilot ready to take your skills to the next level, there’s no better way than earning your Instrument Rating. It’s a game changer—not just for your flying confidence, but for the freedom and utility it unlocks. You’ll no longer be bound by VFR weather minimums. Instead, you’ll gain the ability to fly safely through clouds, navigate complex airspace with ease, and operate in a wider variety of conditions.
More than a box to check, the Instrument Rating is about becoming a sharper, more precise aviator.
Steps to Earning an Instrument Rating
1) Ensure Eligibility
Before diving in, make sure you meet the FAA requirements. According to 14 CFR 61.65, you must:
Hold at least a current Private Pilot certificate
Be able to read, speak, write, and understand English
Simple enough—but it’s important to verify you’re ready to begin.
2) Complete your ground school & written test
The Instrument Rating has its own FAA Knowledge Test, and preparation is key. You’ll need to complete either:
Ground training with a qualified instructor, or
A structured home-study program
Looking for a proven, flexible option? Sporty’s Instrument Rating Course makes it easy to learn at your pace. With over 12 hours of HD video, animations, and real-world scenarios, you’ll get the insight and confidence needed to master IFR flying. Built-in test prep, FAA documents, and interactive quizzes help ensure you’re not just memorizing facts—you’re becoming a safer, smarter pilot.
3) Log your IFR flight training
Next comes the fun part—getting in the airplane. To qualify for the checkride, you’ll need to log:
50 hours of cross-country PIC time (at least 10 hours in an airplane)
40 hours of instrument time (actual or simulated), including at least 15 hours with an instructor
Your training will cover essential IFR skills like:
Flight planning and ATC clearances
Attitude instrument flying
Instrument navigation (VOR, GPS, ILS, etc.)
Holding patterns and approaches
System failures and emergency procedures
Need help finding the right school or instructor? Check out Sporty’s Flight School Directory.
4) Complete your practical test (checkride)
With the training complete, it’s time to show what you’ve learned. Your instructor will endorse you for the checkride once you’ve met all the requirements. Then:
Schedule your checkride with a DPE (your instructor can assist)
Review the Airman Certification Standards (ACS) for the Instrument Rating
Complete and sign your IACRA application (8710 form)
Prepare for both the oral and flight portions—this includes weight and balance, IFR flight planning, weather interpretation, and systems knowledge
Sporty’s course includes a full checkride prep module, with oral exam flashcards, study tips, a practical test checklist, and the latest ACS—all designed to boost your confidence going into the big day.
Ready for the Challenge?
Earning your Instrument Rating is one of the most rewarding milestones in your aviation journey. It takes commitment and focus—but the payoff is huge: safer flights, expanded opportunities, and the confidence to go beyond the horizon.
Stay tuned to IFR Focus this month as we share more tips, techniques, and stories from pilots who’ve made the leap into instrument flying.
https://media.ifrfocus.com/wp-content/uploads/2025/07/24123831/How-to-Transition-to-IFR-flying-with-an-Instrument-Rating-1.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngIFR Focus Team2025-08-05 08:55:522025-07-24 12:38:51How to Transition to IFR flying with an Instrument Rating
Instrument Maneuver Spotlight: Flight Deck Check—Flight Instruments
/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.
Before an IFR flight, the cockpit setup and check for flight instruments is more than just a box to check—it’s your first line of defense against in-flight surprises or emergencies. This systematic preflight review verifies that each required instrument is not only present and functional, but operating within acceptable limits.
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.
Practical IFR: Making Avionics Sing
/by Jeff Van WestI’m an unabashed geek when it comes to avionics. My flight instruction career has lived in parallel to one in technical education and writing. It also started less than a year after Garmin introduced the original GNS 430, so maybe it was destiny that my niche would be avionics training and IFR training.
That said, I despise pushing pixels around just for the wow factor. I want every bit of tech to do something for me. The effort needs to have some payoff in speed, ease, or safety.
Obvious payoffs are simple, but subtle ones can be equally important. How you use your cockpit technology affects how you interact with the flight. It reinforces—or erodes—habits that promote safety. Put more grandly, the way you use your cockpit tech changes the way you think in flight.
ATC can’t see that level of deviation. The en route CDI is centered even if you squint. In fact, there’s no compelling reason to fly that precisely except on approach. Even then, 180 feet left or right will pass an ATP exam with room to spare.
However, maintaining that pervasive awareness of desired track and heading keeps me engaged in the flight in a way I wouldn’t otherwise be. Small changes in winds are immediately apparent. That, in turn, makes me consider the validity of the forecast, check my groundspeed, review my fuel at the destination, consider which off-route airports are downwind from me, should I need one. It even tunes my scan and awareness of trim: “Why do I keep rolling a bit left today?”
All of that is fallout from one screen customization and habit.
Of course, I’m human and easily distracted, so I’ll look over at times and see an appalling XTE of 0.4. Aviation is terrific for promoting humility. The point is that these little tech habits add up. There are dozens, so here are a few more of my favorites.
Terrain on a secondary map: This started when flying G1000 systems where I could put terrain awareness on the moving map. The problem was that the entire MFD becoming yellow, then red approaching an airport didn’t sit so well with passengers. It was better to show terrain only on the little PFD inset map. That way, only I could always see the location of high terrain around the airport on approach. With dual GPS navigators showing terrain, I prefer to have the secondary navigator show terrain on the approach.
Loading destination frequencies from the database: It’s simple to dial in your destination frequencies after reading them from the approach chart. However, your GPS has those frequencies in its database as well. I like to load them from the waypoint pages specifically to stay facile with using those waypoint pages. If my tablet dies in flight, or just slips out of reach, grabbing frequencies or other data from the GPS is a ready skill. I also find it just improves the mindset, “OK, time to really review and set up for my destination.”
Monitoring airports below or Guard: I’m a big fan of listening to airports I’m over flying when it’s VMC and I’m not very high. More than once, I’ve heard traffic that could be a concern before ATC called it. It also keeps me in tune with what’s going on in the aerial world around me. My favorite way to do this is using the monitor function available on some radios (including the GTN 650/750, SL30, and GX60). Monitor auditions both the active and standby frequency of the same radio transmissions on the active frequency mute the standby one. Up high or IFR, I can tune Guard in standby and monitor it. Of course, monitoring can be done with two radios as well, but without the auto-mute.
Weight and balance, and performance planning on the tablet: It’s easy to gloss over this planning because our aircraft performance is well within the requirements for most of the airports we use. However, knowing roughly where you should rotate is a great check for any subtle issues affecting your craft. Knowing your landing weight is the first step in determining a correct reference speed for landing. Many GA pilots, without an AOA indicator, use the same final approach speed regardless of weight. Yet for any airplane with a short-final speed over 70 knots or with a useful load pushing 40 percent of gross weight, adjusting landing speed for weight will improve landing quality and control. It also promotes determining and holding a precise speed on approach (presuming that’s appropriate procedure for the landing you have in mind).
Nearest airport on the tablet: Back in the days of flying needles VOR to VOR, an emergency diversion to an off-route airport was by ATC vector or best guess using your thumbs on a paper chart. The moment we had direct-to, magenta lines, and the nearest page on a GPS, it was a self-navigating snap. The irony is that with a moving map, particularly on a tablet, it’s never been easier to play “what-if” games measuring distances and directions to airports if you must make an emergency diversion. Just the act of doing that keeps you more aware of your surrounds and your position along the magenta line as you fly.
And that’s really the takeaway here: You can use the tech to compensate for disengagement or to promote active engagement. It’s your call, but active engagement is undoubtedly safer. And speaking from my own experience, it’s simply more fun.
Watch this Video
Practicing Single-Box Failures
The flip side of squeezing maximum utility from every box is the ability to deal with that box failing at the most inopportune time. If you fly with two nav/coms, you probably use one as your primary and one as your secondary. Fly a series practice approaches with the primary nav/com powered down. Even if you don’t lose specific capability, such as GPS approaches, just the disruption to your normal flow can throw you off. Also, your MFD, traffic display, or other cockpit devices might not work with the GPS inoperative. Try tossing your tablet in the backseat and finishing the flight using your backup device, which might be just your smartphone.
You can take this as far as you want, such as flying the entire approach with the pitch trim still in the cruise position if you only have electric trim. The point is failing a single system and playing out all the repercussions, both obvious and subtle.
You can take this as far as you want, such as flying the entire approach with the pitch trim still in the cruise position if you only have electric trim. The point is failing a single system and playing out all the repercussions, both obvious and subtle.
ForeFlight Question of the Month:
IFR Quiz: Regulations for Instrument Flight Rules
/by IFR Focus TeamCan you answer all these regulations questions and stay legal in the IFR system?
Share the quiz to show your results !
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Try some more quizzes.
Want to brush up on your IFR regulation knowledge? Check out Sporty’s Instrument Rating Course.
Too Much Info: How to Focus IFR Thinking
/by James OniealEditor’s note: This article marks the IFR Focus debut of James Onieal, an ATP-rated pilot and experienced instructor with a wide-ranging background in airline, corporate, charter, and FAA operations. James has flown everything from Cirruses to Sovereigns and now shares lessons learned from years of certifying instrument procedures as a Flight Check pilot. His clear-eyed approach to risk management and cockpit organization is a great fit for our IFR-focused audience. James was also a guest on the Pilot’s Discretion Podcast. We’re thrilled to welcome him to the series.
Too Much Info: How to Focus IFR Thinking
by James Onieal
The most important systems for flying IFR safely and confidently are built on the ground, long before you ever climb into the cockpit to test them.
I’m often asked by newly certified instrument pilots, “What habits or mindsets can I adopt to move from competent to truly proficient?” After 25 years of flying alongside airline, corporate, and military pilots across Part 91, 135, and 121 operations, I’ve found that the key to becoming a great IFR pilot lies in building systems that manage risk long before it becomes a problem.
That lesson hit home when I joined the FAA as a Flight Check pilot in 2012. At the time, I had 4,000 total hours – 2,000 in 121 operations, 900 in 91K fractional flying, and over 1,000 hours instructing in both Part 61 and 141 flight schools. And yet, I was so far behind the airplane, I might as well not have been on board.
It didn’t take long to realize that without a solid organizational system, I’d quickly become the weak link, creating confusion not only for myself, but also for my fellow crew members and ATC. We were flying 30+ approaches a day, five days a week, sequencing in with airliners in Class B airspace in the morning and Cessna 172s at uncontrolled airports by the afternoon, all while navigating around the weather.
If you weren’t ahead of the airplane, you were the obstacle. It was that high-stress, fast-paced, and constantly changing environment that cemented the most important lesson I’ve learned in all my years of flying:
The most important systems for flying IFR safely and confidently are built on the ground, long before you ever climb into the cockpit to test them.
Cockpit Setup
I’ve had the chance to fly a wide variety of aircraft over the years, everything from Pipers, Cessnas, and Cirruses to Saab 340s, Embraer 170s, Citation Sovereigns, and King Air 300s. These days, I’m flying a Beech Baron for business and fun. You’d think that after 13 years of flying and teaching flight check, I’d be an expert in cockpit organization.
But the truth is, every new airplane you fly requires a fresh look at how to optimize your cockpit setup.
When I transitioned into the Barons earlier this year, the smaller cockpit forced me to rethink everything. At 6’5″, I was already tight on space. My full-sized iPad took up too much room, and the center yoke mount I’d always used started interfering with the power levers during landings.
I eventually swapped it for an iPad Mini and mounted it on the side window instead of the yoke bar. That fixed one problem, but introduced another: now my key info was on a smaller screen, in a different place than I was used to. And as summer approached, I found a new issue—overheating. The iPad, now pressed up against a large sunlit window, kept shutting down just when I needed it most.
Instead of just pushing through the frustration, I set aside dedicated hangar time to test different cockpit setups. As nerdy as it sounds, I sat in the plane and walked through a full simulated flight, from engine start to taxi, run-up, takeoff, climb, cruise, descent, IFR approach, landing, and taxi back. I experimented with different iPad mounting locations, rerouted cords to make sure nothing interfered with flight controls, and even tested magnetic cooling fans to prevent the iPad from overheating and shutting down.
Once I landed on a setup that felt solid, I gave myself a self-imposed 10-hour, VFR-only phase. I used that time to fly a few simulated IFR cross-country flights and fine-tune the setup until I was confident I could fly real approaches down to 200 feet AGL—with friends and family on board—safely and without distraction.
Takeaway: Invest the time on the ground. Testing your setup while sitting on the ramp, without burning Hobbs time, can save you from confusion or safety risks in flight. A little prep now might make all the difference when ATC is breathing down your neck and things get busy in the clouds.
Testing your setup while sitting on the ramp, without burning Hobbs time, can save you from confusion or safety risks in flight.
Information Organization
When I started instrument training back in 2001, life was simpler. iPads didn’t exist. Cockpits were filled with round-dial gauges, and most GPS units didn’t display pictures. There was no ADS-B, so we were blissfully unaware of nearby traffic unless we had it on the radio. We relied entirely on paper charts—no moving maps, no synthetic vision, no traffic overlays.
Fast forward to today, and IFR pilots have access to 100 times more information than I ever had in training. But here’s the catch: the human brain can only process a fraction of it at any given time.
Just the other day while flying the Baron, I realized there were at least six different locations in the cockpit where I could access DME information. But it wasn’t just where I got the data, it was also what the data meant. Was the DME showing distance to my next fix? My destination? The nearest airport? A nearby navaid? An ILS or VOR? In a world that preaches “more is better,” I found myself drowning in interesting but often irrelevant data. It led to task saturation and confusion, exactly when I needed clarity the most.
Here’s the key to flying IFR smoothly: it’s not just about knowing where to find information. It’s about knowing what to ignore. This skill rarely gets taught directly; most of us learn it the hard way, by getting overwhelmed at the worst possible moment.
My advice? Break down your cockpit information into three categories:
Need to know
Nice to know
Don’t need to know
Then, further sort those categories by phase of flight.
For example, during an IFR departure, I might need to know the distance, heading, and altitude to my first fix. But once I’m established in cruise, my priorities might shift. Now I might be more focused on things like time to destination, fuel burn, and top-of-descent distance, instead of DME to the nearest ILS.
Takeaway: More information isn’t always better. Take time on the ground to think through what data matters during each phase of flight, and make a conscious decision to focus on that, while tuning out the rest.
Take time on the ground to think through what data matters during each phase of flight.
At the end of the day, developing solid situational awareness is a personal process that takes time and experimentation. The way you build the IFR picture in your head might look different than the way I do, and that’s perfectly okay. The key is to put in the time on the ground, when the stakes are low, your brain has room to think, and you can explore freely in a low-stress, safe environment.
Try different setups, look at all the information available in your cockpit, start sorting it by phase of flight, and learn how to strip the information down to the bare minimum when your stress is highest. The minutes you spend preparing on the ground can save you hours of stress and confusion in the air.
Learn more at RavenCareers.com.
Video Tip: Instrument Scanning Technique
/by IFR Focus TeamA smooth and efficient scan is the foundation of instrument flying. In this segment, we’ll explore how to prioritize the attitude indicator, interpret supporting instruments, and adjust your scan technique based on cockpit layout and flight conditions. Whether flying steam gauges or glass, learning to slow down and get the full message from each instrument is key to becoming a precise, confident IFR pilot.
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.
How to Transition to IFR flying with an Instrument Rating
/by IFR Focus TeamUnlock your ticket to all-weather flying
If you’re a Private Pilot ready to take your skills to the next level, there’s no better way than earning your Instrument Rating. It’s a game changer—not just for your flying confidence, but for the freedom and utility it unlocks. You’ll no longer be bound by VFR weather minimums. Instead, you’ll gain the ability to fly safely through clouds, navigate complex airspace with ease, and operate in a wider variety of conditions.
More than a box to check, the Instrument Rating is about becoming a sharper, more precise aviator.
Steps to Earning an Instrument Rating
1) Ensure Eligibility
Before diving in, make sure you meet the FAA requirements. According to 14 CFR 61.65, you must:
Hold at least a current Private Pilot certificate
Be able to read, speak, write, and understand English
Simple enough—but it’s important to verify you’re ready to begin.
2) Complete your ground school & written test
The Instrument Rating has its own FAA Knowledge Test, and preparation is key. You’ll need to complete either:
Ground training with a qualified instructor, or
A structured home-study program
Looking for a proven, flexible option? Sporty’s Instrument Rating Course makes it easy to learn at your pace. With over 12 hours of HD video, animations, and real-world scenarios, you’ll get the insight and confidence needed to master IFR flying. Built-in test prep, FAA documents, and interactive quizzes help ensure you’re not just memorizing facts—you’re becoming a safer, smarter pilot.
Next comes the fun part—getting in the airplane. To qualify for the checkride, you’ll need to log:
50 hours of cross-country PIC time (at least 10 hours in an airplane)
40 hours of instrument time (actual or simulated), including at least 15 hours with an instructor
Your training will cover essential IFR skills like:
Flight planning and ATC clearances
Attitude instrument flying
Instrument navigation (VOR, GPS, ILS, etc.)
Holding patterns and approaches
System failures and emergency procedures
Need help finding the right school or instructor? Check out Sporty’s Flight School Directory.
With the training complete, it’s time to show what you’ve learned. Your instructor will endorse you for the checkride once you’ve met all the requirements. Then:
Schedule your checkride with a DPE (your instructor can assist)
Review the Airman Certification Standards (ACS) for the Instrument Rating
Complete and sign your IACRA application (8710 form)
Prepare for both the oral and flight portions—this includes weight and balance, IFR flight planning, weather interpretation, and systems knowledge
Sporty’s course includes a full checkride prep module, with oral exam flashcards, study tips, a practical test checklist, and the latest ACS—all designed to boost your confidence going into the big day.
Ready for the Challenge?
Earning your Instrument Rating is one of the most rewarding milestones in your aviation journey. It takes commitment and focus—but the payoff is huge: safer flights, expanded opportunities, and the confidence to go beyond the horizon.
Stay tuned to IFR Focus this month as we share more tips, techniques, and stories from pilots who’ve made the leap into instrument flying.