Veteran instructor and author Bruce Williams takes us along on an IFR flight from Bellingham, WA (KBLI) to Bremerton (KPWT) in his Bonanza, using Garmin SmartCharts in the Garmin Pilot app. This quick 30-minute hop showcases how SmartCharts declutter complex procedures—like the KLSHN TWO RNAV departure—and make it easier to visualize key information in real time. Along the way, Bruce flies the RNAV (GPS) RWY 20 approach through the clouds, offering practical tips on procedure loading and approach setup.
https://media.ifrfocus.com/wp-content/uploads/2025/10/21101007/Copy-of-Garmin-Smart-Charts.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngIFR Focus Team2025-10-24 08:55:522025-10-21 10:10:45IFR Focus Video: SmartCharts in Action on a June Gloom Flight
For nearly all general aviation IFR flights under Part 91, yes. Your iPad can replace paper charts.
For instrument-rated pilots, an iPad or other electronic flight bag (EFB) isn’t just a convenience—it’s a fully legal replacement for paper charts in most Part 91 operations. Staying current with the FAA’s rules and guidance is an important part of maintaining IFR proficiency, and understanding the legal framework helps you use your digital tools confidently.
Many pilots still ask, “Is my iPad legal for IFR use?” The short answer: for nearly all general aviation IFR flights under Part 91, yes. Your iPad can replace paper charts, approach plates, and many traditional cockpit reference materials—if used properly. Here’s a closer look at the applicable regulations and guidance:
FAR 91.21—Portable Electronic Devices: This regulation primarily applies to commercial carriers and IFR operations, but its guidance is relevant to all pilots. The pilot in command is responsible for ensuring that any device, including an iPad, won’t interfere with navigation or communication systems. For Part 91 GA, this is a straightforward determination you make as PIC.
AC 91-78A—Use of Electronic Flight Bags: The key advisory for Part 91 operators, covering VFR and IFR flights. EFBs may replace paper materials in all phases of flight, as long as the data is current, the device is properly secured, and it is functionally equivalent to the paper chart it replaces. This AC confirms that IFR pilots may rely on EFBs for enroute charts, approach procedures, airport diagrams, and performance data.
AC 91-92—Pilot’s Guide to a Preflight Briefing: Offers guidance for self-briefings using an EFB. Pilots do not need to contact Flight Service to be compliant—the FAA considers a thorough self-briefing with digital tools to meet regulatory requirements. This is particularly helpful for IFR pilots planning routes, checking NOTAMs, and reviewing weather along multiple waypoints.
AC 120-76D—Guidelines for Certification and Use of EFBs: While aimed at commercial operations, it contains practical recommendations for GA pilots. It defines Type A and Type B applications—Type B apps include flight planning, electronic charts, checklists, and performance calculators. It also provides guidance on battery management, stowage, and interference testing, which is particularly important for IFR flights where redundancy and reliability are critical.
Practical IFR tips for EFB use:
Always verify data currency: Ensure your approach plates, enroute charts, and weather data are up to date before departure.
Secure your device: Proper stowage prevents distractions or damage during takeoff, turbulence, and landing.
Use geo-referencing responsibly: Overlaying your position on an EFB is permitted, but always cross-check with your PFD or installed navigation systems.
Plan for contingencies: Have a backup method for critical information—either a second EFB, a printed approach plate, or an installed avionics display.
So is it legal?
Yes, your iPad is absolutely a legal, reliable, and ready to replace paper charts in your cockpit—but you are ultimately responsible as PIC to ensure it works safely and does not interfere with the aircraft. Consider testing your EFB in controlled conditions, such as a VFR flight or with a safety pilot, before relying on it in IFR conditions.
For a visual summary of the rules and best practices, check out our IFR EFB flow chart:
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 ATC takes control of your headings and altitudes, precision and anticipation are key. In this spotlight, we’ll cover how to fly an instrument approach using radar vectors from ATC—maintaining communication discipline, staying ahead of the airplane, and managing configuration and speed changes.
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.
They say automation breeds bad habits, but I think automation training is where the blame lies.
Here’s one beef: What should you do when the autopilot fails to capture the glideslope or turns right when you expected left?
You should disengage the autopilot and hand-fly, right?
Wrong. Wrong. Wrong.
Think about this objectively for a moment. Right at a critical moment in the approach, you’ve been hit with a surprise, so you double your workload by throwing out one of your best IFR tools. You do it right when a precise flying action is required. And you’re distracted because part of your attention is off thinking, “Why did the autopilot do that?”
But Disengaging is Easier
Yes, disengaging the autopilot is the “easiest” way to fix the situation, and that’s the problem.
It’s easier because we rarely do what I’ll call “Reversion Training.”
With one exception (which we’ll talk about in a moment), I have yet to see an autopilot surprise anybody in heading and basic altitude mode. (If it does, the thing is probably broken, and then we’re in agreement it should be turned off.) The reason is simply that heading mode and simple altitude or vertical speed hold are direct commands for performance. Fly left. Go down. Stay here.
This means that even in a critical moment, using these simplified functions should be an easy way to command your aircraft without abandoning the autopilot assistance altogether. When the more complex navigation or approach modes let you down (usually because something was entered incorrectly or too late), revert to the simpler heading and altitude modes and put the airplane where you want it. You know where the aircraft should go, or you wouldn’t be complaining the autopilot is misbehaving.
Building this habit of reverting down one level of automation takes a little practice. We have to break the red-button-disconnect habit, and we must build some skill using heading mode for more than vectors.
Step one is probably changing how you engage your autopilot. Do you go straight from hand flying to NAV mode where George follows the pretty magenta line? Don’t.
Instead, start with a Roll-and-Pitch hold mode if you have it. Essentially that’s the simplest autopilot mode of all and it’s easy to see if it’s working. When you engage roll and pitch holds and release the yoke, nothing should change.
The next step up is Heading Mode with a selected Vertical Speed or Altitude Hold (or just trim if you have only one axis of AP control). How’s that working? Great, basic autopilot modes are working. Now you can take the last step up to advanced navigation modes like GPSS, NAV, and VNAV.
Making a practice of stepping up lays the foundation for stepping back down when you need to. Part two is practicing entire approaches using just the heading bug and basic vertical speed control. It’s not hard. In fact, it’s kind of fun, but it takes some practice. You should be completely comfortable flying both ILS and LPV approaches with a continuous descent and non-precision approaches with level-offs and power changes using HDG, VS and/or ALT, and the throttle(s). Yes, you must also be comfortable hand flying approaches in case the autopilot completely fails, but that’s a different article.
There’s one other habit that’s useful for many reasons, but essential here. Make a habit of syncing your heading bug to your current heading on a regular basis, even if the bug isn’t in use.
The one time reverting catches people off guard is when they engage the autopilot HDG mode without realizing the heading bug is 110 degrees to the left. The aircraft dutifully rolls off toward the bug as the pilot makes a mad scramble to the swing the bug back forward.
To successfully and smoothly revert, you must have these details covered. Master that, and a misbehaving autopilot is almost boring.
Watch This Video:
“How to Fly a Flight Director”
Hand-Flying the Easy Parts
The simple fact is you get good at hand-flying an aircraft by … hand-flying an aircraft.
Something you notice watching many pilots fly is that few have trouble hand-flying when they’re focused on the gauges. The actual motor skill is not the weak part. The weakness is in split attention.
Out-of-practice pilots get into trouble because they’ve lost the skill of maintaining a pervasive and constant awareness of the flight instruments while they do other tasks.
Here’s a good exercise for that: Don’t use the autopilot in cruise. Use it for climbs or descents as you get ready for approaches if you want. Use it for at least some approaches as well. But when things get boring, turn it off. Your mind will naturally wander—forcing you to practice continually checking back to the flight instruments. Regularly reinforce hand-flying skill when life is relaxed, and it’ll be there for you when things get busy.
https://media.ifrfocus.com/wp-content/uploads/2025/10/08121957/Practical-IFR-Dont-Disable.-Revert.png10001250Jeff Van Westhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJeff Van West2025-10-14 08:55:092025-10-10 12:20:44Practical IFR: Don’t Disable. Revert!
There are many details to consider when planning a flight under Instrument Flight Rules. Mix in some inclement weather, and the workload increases exponentially. Answer all these questions correctly and prove you have the keys to unlock a successful IFR flight.
1. An airport may not be qualified for alternate use when filing an IFR flight plan if
Correct!Wrong!
2. How many precision approach procedures are published for William P Hobby Airport?
Correct!Wrong!
3. You are planning an IFR flight off established airways below 18,000 ft MSL. If you use VOR navigation to define the route, the maximum distance between NAVAIDS should be
Correct!Wrong!
4. Preferred IFR routes beginning with a fix, indicate that departing aircraft will normally be routed to the fix by
Correct!Wrong!
5. What service is provided by departure control to an IFR flight when operating within Class C airspace?
Correct!Wrong!
6. Your transponder is inoperative. What are the requirements for flying in Class D airspace?
Correct!Wrong!
8. ATC has approved your request for VFR-on-top while on an IFR clearance. Therefore, you
Correct!Wrong!
9. What does declaring 'minimum fuel' to ATC imply?
Correct!Wrong!
10. How can you determine if the destination airport has non-standard IFR alternate minimums?
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/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.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?
IFR Focus Video: SmartCharts in Action on a June Gloom Flight
/by IFR Focus TeamVeteran instructor and author Bruce Williams takes us along on an IFR flight from Bellingham, WA (KBLI) to Bremerton (KPWT) in his Bonanza, using Garmin SmartCharts in the Garmin Pilot app. This quick 30-minute hop showcases how SmartCharts declutter complex procedures—like the KLSHN TWO RNAV departure—and make it easier to visualize key information in real time. Along the way, Bruce flies the RNAV (GPS) RWY 20 approach through the clouds, offering practical tips on procedure loading and approach setup.
Electronic Flight Bags—Legal Briefing
/by Bret KoebbeFor nearly all general aviation IFR flights under Part 91, yes. Your iPad can replace paper charts.
For instrument-rated pilots, an iPad or other electronic flight bag (EFB) isn’t just a convenience—it’s a fully legal replacement for paper charts in most Part 91 operations. Staying current with the FAA’s rules and guidance is an important part of maintaining IFR proficiency, and understanding the legal framework helps you use your digital tools confidently.
Many pilots still ask, “Is my iPad legal for IFR use?” The short answer: for nearly all general aviation IFR flights under Part 91, yes. Your iPad can replace paper charts, approach plates, and many traditional cockpit reference materials—if used properly. Here’s a closer look at the applicable regulations and guidance:
FAR 91.21—Portable Electronic Devices: This regulation primarily applies to commercial carriers and IFR operations, but its guidance is relevant to all pilots. The pilot in command is responsible for ensuring that any device, including an iPad, won’t interfere with navigation or communication systems. For Part 91 GA, this is a straightforward determination you make as PIC.
AC 91-78A—Use of Electronic Flight Bags: The key advisory for Part 91 operators, covering VFR and IFR flights. EFBs may replace paper materials in all phases of flight, as long as the data is current, the device is properly secured, and it is functionally equivalent to the paper chart it replaces. This AC confirms that IFR pilots may rely on EFBs for enroute charts, approach procedures, airport diagrams, and performance data.
AC 91-92—Pilot’s Guide to a Preflight Briefing: Offers guidance for self-briefings using an EFB. Pilots do not need to contact Flight Service to be compliant—the FAA considers a thorough self-briefing with digital tools to meet regulatory requirements. This is particularly helpful for IFR pilots planning routes, checking NOTAMs, and reviewing weather along multiple waypoints.
AC 120-76D—Guidelines for Certification and Use of EFBs: While aimed at commercial operations, it contains practical recommendations for GA pilots. It defines Type A and Type B applications—Type B apps include flight planning, electronic charts, checklists, and performance calculators. It also provides guidance on battery management, stowage, and interference testing, which is particularly important for IFR flights where redundancy and reliability are critical.
Practical IFR tips for EFB use:
Always verify data currency: Ensure your approach plates, enroute charts, and weather data are up to date before departure.
Secure your device: Proper stowage prevents distractions or damage during takeoff, turbulence, and landing.
Use geo-referencing responsibly: Overlaying your position on an EFB is permitted, but always cross-check with your PFD or installed navigation systems.
Plan for contingencies: Have a backup method for critical information—either a second EFB, a printed approach plate, or an installed avionics display.
So is it legal?
Yes, your iPad is absolutely a legal, reliable, and ready to replace paper charts in your cockpit—but you are ultimately responsible as PIC to ensure it works safely and does not interfere with the aircraft. Consider testing your EFB in controlled conditions, such as a VFR flight or with a safety pilot, before relying on it in IFR conditions.
For a visual summary of the rules and best practices, check out our IFR EFB flow chart:
Instrument Maneuver Spotlight: Radar Vectored Instument Approach
/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 ATC takes control of your headings and altitudes, precision and anticipation are key. In this spotlight, we’ll cover how to fly an instrument approach using radar vectors from ATC—maintaining communication discipline, staying ahead of the airplane, and managing configuration and speed changes.
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: Don’t Disable. Revert!
/by Jeff Van WestThey say automation breeds bad habits, but I think automation training is where the blame lies.
Here’s one beef: What should you do when the autopilot fails to capture the glideslope or turns right when you expected left?
You should disengage the autopilot and hand-fly, right?
Wrong. Wrong. Wrong.
Think about this objectively for a moment. Right at a critical moment in the approach, you’ve been hit with a surprise, so you double your workload by throwing out one of your best IFR tools. You do it right when a precise flying action is required. And you’re distracted because part of your attention is off thinking, “Why did the autopilot do that?”
But Disengaging is Easier
Yes, disengaging the autopilot is the “easiest” way to fix the situation, and that’s the problem.
It’s easier because we rarely do what I’ll call “Reversion Training.”
With one exception (which we’ll talk about in a moment), I have yet to see an autopilot surprise anybody in heading and basic altitude mode. (If it does, the thing is probably broken, and then we’re in agreement it should be turned off.) The reason is simply that heading mode and simple altitude or vertical speed hold are direct commands for performance. Fly left. Go down. Stay here.
This means that even in a critical moment, using these simplified functions should be an easy way to command your aircraft without abandoning the autopilot assistance altogether. When the more complex navigation or approach modes let you down (usually because something was entered incorrectly or too late), revert to the simpler heading and altitude modes and put the airplane where you want it. You know where the aircraft should go, or you wouldn’t be complaining the autopilot is misbehaving.
Building this habit of reverting down one level of automation takes a little practice. We have to break the red-button-disconnect habit, and we must build some skill using heading mode for more than vectors.
Step one is probably changing how you engage your autopilot. Do you go straight from hand flying to NAV mode where George follows the pretty magenta line? Don’t.
Instead, start with a Roll-and-Pitch hold mode if you have it. Essentially that’s the simplest autopilot mode of all and it’s easy to see if it’s working. When you engage roll and pitch holds and release the yoke, nothing should change.
The next step up is Heading Mode with a selected Vertical Speed or Altitude Hold (or just trim if you have only one axis of AP control). How’s that working? Great, basic autopilot modes are working. Now you can take the last step up to advanced navigation modes like GPSS, NAV, and VNAV.
Making a practice of stepping up lays the foundation for stepping back down when you need to. Part two is practicing entire approaches using just the heading bug and basic vertical speed control. It’s not hard. In fact, it’s kind of fun, but it takes some practice. You should be completely comfortable flying both ILS and LPV approaches with a continuous descent and non-precision approaches with level-offs and power changes using HDG, VS and/or ALT, and the throttle(s). Yes, you must also be comfortable hand flying approaches in case the autopilot completely fails, but that’s a different article.
There’s one other habit that’s useful for many reasons, but essential here. Make a habit of syncing your heading bug to your current heading on a regular basis, even if the bug isn’t in use.
The one time reverting catches people off guard is when they engage the autopilot HDG mode without realizing the heading bug is 110 degrees to the left. The aircraft dutifully rolls off toward the bug as the pilot makes a mad scramble to the swing the bug back forward.
To successfully and smoothly revert, you must have these details covered. Master that, and a misbehaving autopilot is almost boring.
Watch This Video:
“How to Fly a Flight Director”
Hand-Flying the Easy Parts
The simple fact is you get good at hand-flying an aircraft by … hand-flying an aircraft.
Something you notice watching many pilots fly is that few have trouble hand-flying when they’re focused on the gauges. The actual motor skill is not the weak part. The weakness is in split attention.
Out-of-practice pilots get into trouble because they’ve lost the skill of maintaining a pervasive and constant awareness of the flight instruments while they do other tasks.
Here’s a good exercise for that: Don’t use the autopilot in cruise. Use it for climbs or descents as you get ready for approaches if you want. Use it for at least some approaches as well. But when things get boring, turn it off. Your mind will naturally wander—forcing you to practice continually checking back to the flight instruments. Regularly reinforce hand-flying skill when life is relaxed, and it’ll be there for you when things get busy.
Quiz: Preflight Planning an IFR Flight
/by IFR Focus TeamThere are many details to consider when planning a flight under Instrument Flight Rules. Mix in some inclement weather, and the workload increases exponentially. Answer all these questions correctly and prove you have the keys to unlock a successful IFR flight.
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Want to learn more about IFR flight planning? Check out Sporty’s Instrument Rating Course for more in-depth training on this subject.
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.