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Choosing the Right Alternate: IFR Rules vs. Real-World Decisions

September 12, 2025/by Bret Koebbe

Filing an alternate airport often feels like just another step in the IFR boxes to check. You type something familiar in the field, hit “file,” and move on. But when the weather doesn’t cooperate, that alternate airport can quickly become the most important part of your plan.

The regulations are straightforward enough. FAR 91.169 says you don’t need to file an alternate if, for one hour before and after your estimated time of arrival, the forecast calls for a ceiling of at least 2,000 feet and visibility of at least three statute miles. Many pilots know this as the “1-2-3 rule.” If either number is lower, you must designate an alternate, and that alternate must have at least one instrument approach available.

But while the regs define the minimum requirements, smart IFR flying is about going beyond the minimums. Choosing a useful alternate requires a blend of weather savvy, chart knowledge, and practical judgment. Here’s how to make that decision with confidence.

Step One: Big-Picture Weather Awareness

Don’t just skim the TAF for your destination. Consider what’s causing the forecast conditions:

Cold fronts may create pockets of low visibility right along your arrival route. Sometimes the best alternate is just ahead of or behind the frontal boundary.
Fog often requires a much larger diversion, especially if there’s no wind or a second cloud layer preventing solar heating.
Time of day matters. Conditions often improve after sunrise and deteriorate after sunset.
Terrain and elevation can affect ceilings — an airport 20 miles away but 500 feet lower might give you the clearance you need.

Modern planning tools like ForeFlight and Garmin Pilot make it easy to visualize these trends. A quick look at the Graphical Forecast for Aviation (GFA) can help confirm whether you’re picking an airport in better air or setting yourself up for the same problem twice.

Step Two: Legal Minimums

After narrowing down candidates, check the regulatory boxes. FAR 91.169 specifies standard alternate weather minima:

Precision approach available (ILS/LPV) → 600-foot ceiling and 2 miles visibility.
Non-precision approach only (VOR or LNAV) → 800-foot ceiling and 2 miles visibility.

But the chart may show higher, nonstandard requirements. Look for the black “A” symbol on the approach plate, which indicates exceptions. Often it’s as simple as “NA when local weather not available,” but sometimes the required ceiling and visibility are higher than the standard 600-2 or 800-2.

Remember: these requirements are for planning purposes only. Once airborne, your decision comes down to actual approach minimums, not planning numbers.

Step Three: Practical Considerations

A legal alternate isn’t always a good alternate. Ask yourself:

Does the airport have reliable weather reporting?
Is there fuel or FBO support if you divert at night or on a weekend?
Is the runway long enough and in good condition for your aircraft?
Would a towered field with ATIS make life easier in busy weather?

Thinking about services ahead of time can save you from an inconvenient or unsafe diversion.

Step Four: Avionics Limitations

Your panel also plays a role. If you’re flying with a first-generation IFR GPS (KLN94, non-WAAS GNS 430/530), you can only plan one RNAV approach between the destination and alternate — the other must have a non-GPS approach.

With WAAS navigators (modern GTN/G1000 NXi), you can file RNAV at both airports, but for planning purposes you must assume LNAV minimums. In reality, you can still fly the LPV if it’s available when you arrive.

Step Five: Planning vs. Reality

Flight planning happens hours before you actually arrive. By the time you’re established on an approach, the forecast may be irrelevant. That’s why datalink weather is invaluable: ADS-B allows you to confirm ceiling and visibility reports in real time and pick the best option.

Keep ATC in the loop, but remember they don’t see your filed alternate. It’s up to you to evaluate the current picture and decide where to go. Sometimes your filed alternate is still the best choice; other times it’s wiser to pick something new based on conditions.

Making Your Alternate Count

The alternate box on your flight plan is not a paperwork chore — it’s a risk management tool. Yes, the regulations set minimums, but the safest IFR pilots know how to combine those with weather knowledge, avionics awareness, and real-world practicality. When the destination isn’t an option, you’ll be glad you treated your alternate like more than a backup plan.

Video: Comparing ForeFlight Dynamic Procedures and Garmin SmartCharts

September 9, 2025/by Bruce Williams

ForeFlight’s new dynamic procedures feature is revolutionizing how pilots approach instrument flying, moving away from static charts toward a fully interactive, data-driven experience. In this video, captured during practice approaches under VFR at Hoquiam, Washington, Bruce Williams explores how ForeFlight’s dynamic procedures compare to Garmin Pilot’s smart charts for the RNAV runway 24 approach. Watch as he demonstrates the setup, briefing, and execution of this cutting-edge feature, highlighting its potential to streamline IFR operations based on your aircraft and preferences.

Quiz: Flying with ADS-B Weather and Your iPad

September 5, 2025/by IFR Focus Team

The free datalink weather component of the ADS-B network has become a necessity for IFR pilots flying with portable ADS-B receivers. Test your knowledge of the system components and limitations in this latest quiz.

Decisions on the Fly

September 2, 2025/by Elaine Kauh

If you’ve ever had to change your route to get around cloud-borne hazards like storms or ice, you know how crucial it is to have two requirements met: a solid escape plan, and the ability to fly it. Most days, it’s a simple change in course or altitude to stay in the clear. If conditions were sketchy enough, we certainly have the option to delay or reschedule the mission. But there are plenty of times when weather does shift in unpredictable ways and there you are at altitude, looking for a clear spot to head to. That’s when having a selection of tools ready at launch can go a long way to help you make those changes quickly and comfortably.

Hopefully, we all start out with a Plan B, even a basic one like a turnback for home should conditions ahead get worse than expected. That plan is like a magic door with a key. Sometimes, the door is large and already wide open: That’s the most desirable. Other times, it’s a squeeze-through escape hatch with only one key that fits, or maybe a tricky combination lock. Not ideal, but we can make it a practice of keeping an eye on the door and be ready to sneak out if any concerns arise. In any case, that pre-flight weather briefing lets you form the overall escape plan. So, even if it’s looking comfortable for the entire flight, fuel up and prepare as if you’re going to need that alternate. Maybe it’s a backup route you keep on the spare EFB, or another airport selected for its approaches and services. You now have a door with a key and extra locksmith tools, plus an antidote to get-there-itis.

Storms in Sight

Here’s an example from a flight I made with another pilot from Florida to Wisconsin, a common trip when spring makes it to the Midwest. Such routes typically traverse Alabama, Tennessee, Kentucky and Illinois. On departure day, we noted a tiny line of rain forming west of Memphis creeping northeast towards the route; this was on the watchlist. As it was doubtful if we could get ahead or north of it in time should the line develop, the Plan B was to remain south and west of the weather. We also pre-decided to fly high enough to be on top of the stable cloud layer in Florida and avoid IMC after that, so we could always keep visual contact with any buildups. That kept the door in sight. After a check to see if there were plenty of feasible airports on the alternate route (there were), we departed for the first fuel stop in central Alabama. There, we saw that the line had developed into tall cumulus, but the new briefing didn’t make clear if those would mature. The options were to stop there and call it a day, or get a new clearance to Little Rock to spend the night, well southwest of the weather.

We chose the latter because there were at least a couple hours of progress we could make on the new route. But in only half that time, the buildups had exploded into storms spreading out in all directions, including our way. The door needed a new combination, as multiple heading changes pushed us further southwest. It was also shrinking: Although it might’ve been a good two hours to the south, there was the coastline as a practical limit. We were going to Louisiana. In the midst of that exciting leg, ATC was so helpful – cheerful, actually, probably because this was their time to shine. I could hear airliners and other jets much higher and faster than our four-piston bird working on similar strategies to stay in the clear. It was a great confirmation to never hesitate to divert, regardless of the aircraft type or operation.

All-Season Mindset

The same strategy works to avoid icing conditions, another hazard best avoided by staying out of the clouds. You can plan altitudes to fly above or below cloud layers, and deviate around them as well. Cold seasons do offer great visibility when in visual conditions, making weather avoidance easier. Meanwhile, stable cloud layers common in winter months are also pretty easy to anticipate. But these can extend for sometimes hundreds of miles, making it hard to find openings for climbs and descents – escape hatches might require a lot more fuel. And on cold, misty, low-visibility days, ice near the ground, even if above approach minima, is usually a no-go for light aircraft anyway. Speaking of days, trips after dark take away the visual advantage for in-cloud hazards, requiring extra caution or delays.

From storms to icing, or to avoid turbulence or low IMC—anything that requires flying in the clear—this approach can help with any need to avoid weather hazards. Some considerations:

– Use flight plans that keep wide-open doors in VMC if there are concerns; there’s no reason to fly up into the clouds just because it’s the shortest route. Flying a few more miles is better than getting into danger.

– When requesting changes, be as specific as you can. Example: “Cessna 234, request 20 degrees left for weather, for 50 miles.” Or, have a VOR or fix to head for; add the next waypoint you wanted to get back to and you now have a picture of your diversion on the map (plus you can couple to the autopilot). You might not know how far to take the new leg; that’s OK. The typical ATC reply: “Deviation left of course approved, report when direct XXX.” If you need to go further out or need another turn or fix, let them know. Never feel locked into something because it was your idea.

– Traffic and/or airspace in the way of a desired deviation might delay the request, so give ATC a heads-up as early as practical. If you see a layer of icy clouds ahead in the distance, start working on the escape plan. If you find in a few miles you’re going to be clear of it, that’s better than being in it. For precipitation, ATC will often give you early information from weather radar with an offer to help you deviate. If you need a minute to formulate a plan, a “stand by” or “will advise in ten miles” works great.

How far you’re willing to go in shifting headings, altitudes and destinations is ultimately a PIC decision, and that can include not just one, but a number of changes. Having an early assessment to prepare for possible changes helps frame the overall strategy to avoid bad weather. That way, you’re ready. So when a flight ends with the feeling you were prepared, you won’t regret going in the first place.

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Video Tip: Getting Started in Your Instrument Training

August 29, 2025/by IFR Focus Team

Adding an instrument rating will greatly expand the utility of your Private certificate and allow you to fly on days when the visibility is low and the cloud layers are close to the ground. In this tip, we’ll explain the steps you’ll need to follow to earn your instrument rating and the new procedures and knowledge you’ll learn along the way.

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.

The Foundation of IFR Flying: Basic Attitude Instrument Skills

August 26, 2025/by Eric Radtke

Every instrument training program begins with basic attitude instrument (BAI) flying—and for good reason. It’s the foundational skill that supports everything else. Departures, holding, approaches—all of them are just navigation layered on top of your ability to control the airplane precisely by reference to instruments.

In actual IMC, it’s not the autopilot or the GPS that keeps you safe. It’s the fact that you can hold altitude, heading, and airspeed precisely, even when ATC throws you an unexpected turn or altitude change.

If you can master BAI, the rest of IFR flying becomes a matter of applying that foundation under pressure.

Straight and Level

Most of your IFR time will be spent here—cruise or vectors on an approach. A proficient instrument pilot should be able to hold altitude, heading, and airspeed with precision, regardless of workload.

There are countless pitch and power combinations that maintain altitude. Knowing your airplane’s “sweet spots” is what lets you change pace without losing control.

The key is finesse. Pitch changes should be limited to ½, 1, or 1½ bar widths on the attitude indicator. These are smaller corrections than you’d make outside, and when trimmed correctly, only the lightest touch is required.

For altitude corrections greater than 100 feet, start with a full bar-width change, then reduce to a half-bar as you approach the target. Think about this the next time ATC asks you to maintain an odd altitude like 3,700 feet—you’ll need that precision.

Heading and Bank Control

Heading and bank control go hand in hand: hold the wings level and your heading stays constant. The attitude indicator gives the big picture, but for small deviations the bank index is the sharper tool.

In the IFR system, heading control isn’t just about precision—it’s about credibility. If you can’t roll out on a heading within a couple of degrees, ATC will notice.

Remember, overcontrolling is the #1 error. An aggressive roll overshoots heading.

Small corrections (<5°): keep the wings level and use rudder pressure. Handy when ATC gives you a slight vector.
Larger corrections (>5°): use a coordinated turn, but limit bank to half the degrees of correction (never exceeding standard rate). That’s how you avoid blowing through a final approach course intercept.

Airspeed Changes

In real IFR, airspeed discipline matters most when configuring for arrivals or approaches. ATC expects you to comply with assigned speeds, and the airplane needs to be stable at those speeds when the course comes alive.

Most level-flight airspeed changes are driven by power first, then pitch. Set power for the desired speed, adjust pitch to hold altitude, then fine-tune as the airplane stabilizes. As you approach the target speed, the airspeed indicator becomes the primary power instrument while the altimeter becomes primary for pitch.

Retrim every time—nothing builds workload faster than fighting the airplane during a busy approach.

Climbs

For a constant airspeed climb, raise the nose to the predetermined position on the attitude indicator, then apply climb power. Add right rudder as necessary to stay coordinated.

For a constant rate climb, set power for the target rate and adjust pitch accordingly. Once the VSI stabilizes, it becomes your primary pitch instrument, with the airspeed indicator primary for power.

Level-offs should begin at about 10% of your climb rate (e.g., 50 feet early if climbing at 500 fpm). This keeps you from “yo-yoing” through your assigned altitude—and keeps ATC happy.

Descents

Descents are where precision really matters: ATC might expect you to cross a fix at a specific altitude and speed. Missing by 200 feet or 20 knots isn’t just sloppy, it can mess up the flow of traffic.

For cruise descents, lower pitch and reduce power simultaneously. For slower descents, reduce power first, let the speed stabilize, then lower the nose.

Corrections follow the same recipe:

Adjust pitch for airspeed,
Adjust both pitch and power for rate.

Plan your level-off like a pro:

At 500 fpm, start leveling off 50 feet early.
If leveling at a faster cruise speed, lead by 100–150 feet.

That way, when ATC says “maintain 3,000,” you’ll be there exactly when expected.

Build a Personal Cheat Sheet

One of the smartest habits you can build is documenting pitch + power settings for your airplane in common IFR profiles: cruise, climb, descent, approach.

Think of it as a quick-reference card for your brain. When you’re in the soup, there’s no time to experiment—just set the numbers, then make small refinements. That’s how you stay ahead of the airplane when workload is highest.

Remeber that IFR flying is built on the unglamorous basics. Hold heading, altitude, and airspeed precisely, and you’ll have the bandwidth to manage everything else—ATC calls, avionics, charts, and approaches.