One of the most valuable lessons I learned as a professional pilot happened during my first few days flying the Saab 340 for a regional airline. It wasn’t during a thunderstorm, an engine failure, or a difficult instrument approach. It happened on a routine flight between Pittsburgh and Columbus, a flight so short that we barely had time to level off before beginning our descent.
As a new first officer, I believed the challenge of IFR flying was controlling the airplane. What I learned that day was that the real challenge is managing workload.
We landed in Columbus, and while the captain completed his post-flight duties, I began working through what I thought were my priorities: obtaining the ATIS, requesting our clearance, and organizing paperwork for the next leg. A few minutes later, I turned around and noticed a cabin full of passengers staring at me.
Confused, I asked the captain when the passengers were going to board.
He looked at me and said, “They already did. We deplaned the previous passengers, unloaded their bags, loaded the new bags, boarded the next passengers, completed the preflight, got the ATIS, received the clearance, and we’re ready to go. We’re just waiting on you.”
I wasn’t overwhelmed because the flight was difficult. I was overwhelmed because I didn’t have a system.
That experience taught me a lesson that has stayed with me throughout my aviation career: most IFR workload management happens long before the airplane leaves the ground.
“I wasn’t overwhelmed because the flight was difficult. I was overwhelmed because I didn’t have a system.”
The Myth of Multitasking
Many pilots believe workload management means handling multiple tasks at once. In reality, effective workload management means reducing the number of decisions you have to make in real time.
When pilots become overloaded, it is rarely because they are physically incapable of performing the tasks. Instead, they become overwhelmed because they are constantly asking themselves:
What do I need to do next?
What am I forgetting?
What’s coming up?
Did I miss something?
Every one of those questions consumes mental bandwidth.
The most effective IFR pilots are not necessarily faster or smarter. They simply have systems that allow them to anticipate rather than react.
The Flight Begins Before the Engine Starts
A large portion of IFR workload can be eliminated before you ever reach the airplane.
Before every flight, ask yourself:
What is the weather doing at departure, destination, and alternate airports?
What NOTAMs actually affect me?
What departure procedure am I likely to receive?
What arrival and approach are most likely based on current conditions?
What are my threats for this flight?
Many pilots review information but fail to organize it.
Reading thirty pages of weather products is not preparation. Distilling those thirty pages into three or four critical takeaways is preparation.
The goal is not to memorize information. The goal is to identify what matters.
When you arrive at the airplane already understanding the operational picture, your workload decreases dramatically because you’re no longer processing information for the first time.
“Reading thirty pages of weather products is not preparation. Distilling those thirty pages into three or four critical takeaways is preparation.”
Stay Ahead of the Airplane
The phrase “stay ahead of the airplane” is one of the most common pieces of advice in aviation. Unfortunately, many pilots hear it without understanding what it actually means.
Staying ahead of the airplane means using periods of low workload to prepare for periods of high workload.
During cruise flight, ask yourself:
What’s the expected arrival?
What approach am I likely to receive?
What frequencies will I need?
What altitudes are critical?
What threats exist on the arrival?
Waiting until approach control issues a clearance before opening the chart is a recipe for stress.
Instead, use cruise time to brief multiple possibilities. If ATC changes your assignment, you’ll already have a framework in place.
The goal is to never be surprised.
Build Consistent Cockpit Flows
One of the biggest differences between experienced and inexperienced pilots is consistency.
New pilots often perform cockpit tasks in a random order based on whatever catches their attention.
Experienced pilots develop repeatable flows.
A consistent flow allows you to move through the cockpit the same way every time, reducing the likelihood of omissions and mistakes.
This applies to:
Preflight inspections
Before-start procedures
Before-takeoff checks
Cruise management
Approach setup
Before-landing checks
Shutdown procedures
Discipline creates efficiency.
When your cockpit organization becomes habitual, your brain is free to focus on decision-making instead of task management.
Prioritize Aviate, Navigate, Communicate
The classic hierarchy remains true because it works.
When workload increases, pilots often become distracted by secondary tasks.
A clearance amendment, a reroute, an equipment issue, or a radio call can quickly draw attention away from aircraft control.
The order never changes:
Aviate
Navigate
Communicate
If the airplane is not under control, nothing else matters.
One of the most important skills a single-pilot IFR operator can develop is the ability to delay nonessential tasks until the airplane is stable.
Not every request requires an immediate response.
Sometimes the safest answer is:
“Stand by.”
Guard Against Task Saturation
Task saturation rarely arrives all at once.
Instead, it develops gradually.
You miss a radio call.
Then you fall behind on programming the GPS.
Then ATC issues a new clearance.
Then weather changes.
Then you’re trying to brief an approach while descending through busy airspace.
The warning signs are usually subtle:
Fixating on one task
Missing radio calls
Falling behind checklists
Losing situational awareness
Feeling rushed
When you recognize these symptoms, stop and reassess.
Slow down.
Prioritize.
Fly the airplane.
The willingness to pause and reorganize often prevents minor workload issues from becoming serious problems.
Flight Deck Discipline Creates Capacity
Ultimately, flight deck discipline is not about perfection.
It is about creating mental capacity.
Every organized checklist, every standardized flow, every pre-briefed approach, and every moment spent preparing ahead of time frees up cognitive resources for the unexpected.
IFR flying is not difficult because airplanes are hard to fly.
It is difficult because information arrives continuously, often faster than we can process it.
The pilots who excel in IFR environments are not the ones who work the hardest in the moment. They are the ones who have already done the work before the moment arrives.
“The pilots who excel in IFR environments are not the ones who work the hardest in the moment. They are the ones who have already done the work before the moment arrives.”
The biggest lesson from that short flight between Pittsburgh and Columbus wasn’t about flying a Saab 340. It was about understanding that professional pilots don’t simply react to events as they happen.
They anticipate.
They prepare.
They stay ahead of the airplane.
And because of that, the airplane never seems nearly as fast.
https://media.ifrfocus.com/wp-content/uploads/2026/06/09215110/Managing-IFR-Workload-and-Flight-Deck-Discipline-Staying-Ahead-of-the-Airplane.png10001250James Oniealhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJames Onieal2026-06-12 08:55:472026-06-10 14:25:45Managing IFR Workload and Flight Deck Discipline: Staying Ahead of the Airplane
For many instrument rating applicants, preparing for the checkride can feel like drinking from a firehose. The FAA’s Airman Certification Standards (ACS) clearly define what applicants must know, consider, and demonstrate, but they often leave students wondering how those standards are actually evaluated during the practical test.
To help bridge that gap, PilotWorkshops has introduced Checkride Insights: Instrument Rating, a new training resource that adds practical context and examiner perspectives directly alongside the ACS.
While the guide is designed for instrument rating applicants, it also includes a dedicated section on the Instrument Proficiency Check (IPC), making it a valuable resource for already-rated instrument pilots looking to regain IFR currency. Since IPCs are based on many of the same ACS standards used during an instrument checkride, the examiner insights and practical guidance apply equally well to pilots preparing for either evaluation.
The publication uses a simple but powerful format: the official ACS appears on one side of the page, while annotations from chief instructors, check airmen, and designated pilot examiners (DPEs) appear alongside the relevant standards. These notes explain how tasks are typically evaluated, identify common mistakes, and highlight areas where applicants often struggle.
See an Annotated ACS Task
Wondering what makes Checkride Insights different?
Download a free sample featuring the Precision Approach task and see how DPE comments, instructor guidance, and practical explanations are integrated directly into the ACS.
Rather than encouraging applicants to memorize ACS elements, the guide focuses on understanding how the standards are applied in real-world IFR flying. Topics range from flight planning and weather analysis to instrument approaches, missed approaches, and cockpit workload management.
One of the most valuable aspects of the guide is its ability to provide context. An ACS requirement may seem straightforward on paper, but the accompanying notes reveal the types of scenarios, follow-up questions, and decision-making discussions that frequently arise during both the oral exam and flight portion of a practical evaluation.
For IFR Focus readers, the IPC content may be especially valuable. Whether you’re preparing for an initial instrument rating, returning to instrument flying after a lapse in currency, or simply looking to sharpen your IFR skills, understanding how the ACS is applied in a practical evaluation can make training more focused and effective.
The result is a study resource designed to help pilots prepare more efficiently, reduce anxiety, and develop a deeper understanding of the standards they’ll be expected to meet.
Checkride Insights: Instrument Rating is available in both digital and spiral-bound print formats and can be used as a companion to traditional instrument training materials and the FAA ACS.
As instrument pilots know, success during a checkride—or an IPC—isn’t just about knowing the standards. It’s about understanding how to apply them in realistic situations. Resources that provide that additional context can make preparation more practical, efficient, and ultimately more successful.
https://media.ifrfocus.com/wp-content/uploads/2025/08/19095034/The-Foundation-of-IFR-Flying-Basic-Attitude-Instrument-Skills.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2026-06-09 08:55:042026-06-09 14:59:26New Resource Helps Demystify the Instrument Checkride—and the IPC
Many instrument pilots learned the classic “5 Ts” as a way to stay organized when crossing a fix: Turn, Time, Twist, Throttle, and Talk. While that checklist still has value, today’s GPS-equipped cockpits call for a broader scan of the airplane’s status and your overall flight plan. That’s where the CAPERS check comes in—a modern framework that helps you stay ahead of the airplane by reviewing the most important elements of the flight whenever you’re crossing a fix, receiving a new clearance, or transitioning to a new phase of flight.
CAPERS Checklist
C — Course: Verify the next course to fly and ensure the correct navigation source is in use.
A — Altitude: Confirm your current and upcoming altitude requirements.
P — Profile: Verify the correct pitch, power and configuration profile required.
E — Estimated Time: Verify the estimated time to the next fix and a quick situational check.
R — Radios: Talk to ATC or on the CTAF as needed.
S — Safety and Switches: Review aircraft systems, lights, fuel, and other critical items.
The weather wasn’t a surprise. At least, not initially.
Flying home to the Cincinnati area from South Florida on the Friday before Memorial Day weekend, we knew the forecast called for rain and low ceilings. A slow-moving weather system had settled over the Ohio Valley, feeding on Gulf moisture and producing days of steady rain, low clouds, and widespread flooding concerns. Still, nothing about the forecast suggested we wouldn’t make it into our destination. The ceilings were expected to be low, but manageable, and we had planned accordingly.
As we neared Cincinnati, however, it became apparent that conditions were deteriorating faster than expected. The low ceilings and reduced visibility were combining with another factor that complicated the arrival: the wind favored the north runway at our home airport, which offered only an LNAV approach with minimums roughly 760 feet above the ground. We briefed the approach, flew it as planned, and continued toward minimums. No runway.
Time to execute the missed approach. Ironically, the missed approach itself was probably the easiest part of the entire event.
Years of training make the mechanics of a missed approach fairly straightforward. Apply power. Establish the proper pitch attitude. Clean up the airplane. Follow the published procedure. Communicate with ATC. In our case, we had anticipated the possibility of a missed approach and requested alternate missed approach instructions before beginning the approach. Instead of flying the published climbing turn to a fix, ATC cleared us to climb straight ahead to 3,000 feet. That seemingly small change paid big dividends when the runway failed to appear, reducing our workload at a time when we needed to focus on the bigger decisions that were about to follow.
The real challenge began once the airplane was climbing away from the airport. Almost immediately, we found ourselves facing multiple viable options, each with advantages and drawbacks. One possibility was requesting the ILS to the opposite runway. With the lower minimums, there was a strong likelihood we could complete the approach successfully. The tradeoff was accepting a tailwind landing on a wet runway. While legal and likely within aircraft limitations, it didn’t align with our risk assessment.
Another option was proceeding to our filed alternate more than 40 miles to the south, where weather conditions were significantly better. The downside was obvious: it would create substantial inconvenience for our passengers and leave us well outside the Cincinnati area.
A third option was finding another airport closer to our destination that offered better approach options and more favorable conditions.
None of these choices were inherently wrong. In fact, that’s what made the situation challenging. Flight training often presents scenarios with a clear answer. Real-world IFR flying frequently presents several acceptable answers. The challenge isn’t identifying a legal option; it’s determining which option best balances safety, efficiency, workload, and risk. Meanwhile, the clock is running, fuel is being consumed and ATC is expecting decisions. The airplane still needs to be flown. And unlike a simulator scenario, there is no pause button.
We ultimately chose to divert to Cincinnati/Northern Kentucky International Airport (CVG). The airport offered precision approaches to every runway, weather conditions that supported a much more predictable outcome, and a location close enough to minimize disruption for our passengers. Even after making that decision, however, the workload continued.
The Four Questions We Asked After the Missed
Can we safely try another approach?
Is our filed alternate still the best option?
Is there a better airport nearby?
Which choice gives us the most predictable outcome?
The goal wasn’t convenience—it was finding the option that reduced uncertainty, lowered workload, and provided the greatest safety margin.
Our flight management system had been programmed for an arrival and approach into our original destination. Now we needed to load and verify a new route, brief a different approach, review runway conditions, coordinate with ATC, and prepare for an airport that had not been part of our original arrival plan.
That experience reinforced an important lesson: when weather systems become dynamic, there may be perfectly acceptable alternatives that weren’t part of your original planning process. Pilots sometimes become anchored to the options they identified before departure. But circumstances change. New information becomes available. A nearby airport that wasn’t initially considered may ultimately become the safest and most practical solution.
After landing at CVG, another decision remained. Do we wait? The weather forecasts suggested conditions might improve later in the day. We could remain with the airplane and see if ceilings lifted enough to reposition to our home airport. Or we could recognize that the weather pattern remained unstable, the winds still favored the less desirable runway, and the following day offered significantly better conditions. Again, multiple acceptable choices and again, no perfect answer.
We elected to wait until the next day.
As it turned out, some aircraft did successfully complete the ILS approach into our original destination that afternoon. That’s an important point. Our decision wasn’t based on the belief that landing there was impossible. It was based on our assessment that a tailwind landing on a wet runway, combined with the prevailing weather conditions, didn’t provide a level of risk we were willing to accept.
Good aeronautical decision-making isn’t about proving what can be done. It’s about determining what should be done.
Looking back, the weather wasn’t particularly severe. The missed approach wasn’t especially difficult. The airplane performed exactly as expected. The challenge was managing several reasonable choices while simultaneously dealing with changing weather, limited time, finite fuel, and increasing workload. That’s why staying ahead of the airplane isn’t simply about approach briefings, checklist discipline, or avionics proficiency. Sometimes it’s about recognizing when the original plan has expired and building a new one before the workload builds faster than your capacity to manage it.
The missed approach was the easy part. What happened during the next five minutes is what really mattered.
https://media.ifrfocus.com/wp-content/uploads/2026/06/01103256/The-Missed-Approach-Was-the-Easy-Part.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2026-06-02 08:55:122026-06-03 11:37:57The Missed Approach Was the Easy Part
The short answer is that you trust the forecast, but you don’t rely on it alone.
The longer answer is that IFR planning isn’t about whether forecasts are “right” or “wrong.” It’s about understanding what kind of uncertainty you’re willing to accept, and building your decision around that uncertainty.
Forecasts are not a promise
A forecast is best thought of as a structured guess about a trend, not a precise prediction of timing.
Two common pilot mistakes:
Treating a forecast as a fixed timeline (“it says ceilings improve at 1500Z, so I’ll go at 1530Z”)
Treating a “good enough” forecast as a guarantee of good weather
In reality, IFR weather rarely fails in dramatic, obvious ways. It usually degrades slowly, unevenly, or earlier/later than expected.
Experienced IFR pilots tend to focus less on exact numbers and more on:
Trends: improving or deteriorating over time?
Stability: is the system organized or chaotic?
Margins: how much buffer exists between “legal” and “comfortable”?
Alternatives: what happens if the forecast is wrong?
If your entire plan collapses when one timing element shifts by two hours, the forecast was never the real issue—the margins were.
Where forecasts are most reliable
More reliable:
Widespread stratiform ceilings
Slow-moving high pressure systems
Stable winter weather patterns
Less reliable:
Convective activity
Frontal timing (especially fast-moving systems)
Marginal VFR transitioning conditions
Local terrain-influenced ceilings and vis
The right IFR mindset
The goal is to be wrong safely which means planning for early arrival of bad weather, building in fuel and reroute flexibility, and avoiding tight, single-point timing dependencies. Good IFR planning treats the forecast as a starting point, then builds layers of protection around it so that when it’s wrong (and it often is), the flight still has options.
How much do you trust the forecast?
https://media.ifrfocus.com/wp-content/uploads/2026/05/04122534/Ask-the-IFR-Expert-How-much-should-I-trust-the-forecast-when-planning-an-IFR-cross-country.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2026-05-27 08:55:522026-05-28 10:32:05Ask the IFR Expert: How much should I trust the forecast?
Instrument flying proficiency comes from regularly exercising your judgment in realistic situations. That’s exactly the goal behind IFR Mastery from PilotWorkshops, now available inside the Sporty’s online course platform and Pilot Training app.
Designed as an ongoing series of scenario-based workshops, IFR Mastery challenges pilots each month with a new real-world IFR flight situation. Instead of passively watching videos, you actively work through weather decisions, approach planning, aircraft limitations, alternates, route choices, and cockpit workload management—just like you would in actual instrument conditions.
Each scenario follows a proven process:
Watch a short briefing video that puts you in the pilot’s seat
Review charts, weather, aircraft data, and IFR procedures
Choose how you would handle the flight
Compare your thinking with other pilots
Learn from an instructor’s detailed explanation
Listen to a roundtable discussion from experienced CFIs
The result is valuable “mental reps” that help sharpen IFR decision-making even when you’re not flying regularly.
One of the strengths of the program is that the instructors don’t always agree. That’s intentional. Real-world IFR flying often involves evaluating risk, considering alternatives, and understanding tradeoffs—not simply finding one textbook answer.
That makes IFR Mastery especially valuable for instrument pilots looking to stay current, improve confidence, and avoid common traps that can catch even experienced aviators.
And now, for the first time, the entire experience is available directly through the Sporty’s online course platform and Pilot Training app on iPhone/iPad—making it easier than ever to train whenever you have a few spare minutes.
Whether you fly hard IFR every week or only occasionally file in the system, consistent practice matters. IFR Mastery offers a convenient and engaging way to keep your instrument thinking sharp all year long.
How to Try It for Free
Click the scenario link below to see what IFR Mastery is all about (and learn a few tips along the way), or download the Sporty’s Pilot Training app on the iOS App Store for the full experience.
Once you’ve completed a free scenario, be sure to sign up for a 30-day trial of IFR Mastery and continue your learning. You’ll receive a new scenario every month and continued access to the extensive Mastery archives, all for just $24/month. If you’re already a PilotWorkshops subscriber, just download the free Pilot Training app and log in with your existing Mastery account.
https://media.ifrfocus.com/wp-content/uploads/2026/05/20145450/Keep-your-IFR-skills-sharp-with-real-world-monthly-Mastery-scenarios.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2026-05-22 08:55:262026-05-20 14:55:09Keep your IFR skills sharp with real-world monthly Mastery scenarios
Managing IFR Workload and Flight Deck Discipline: Staying Ahead of the Airplane
/by James OniealAs a new first officer, I believed the challenge of IFR flying was controlling the airplane. What I learned that day was that the real challenge is managing workload.
We landed in Columbus, and while the captain completed his post-flight duties, I began working through what I thought were my priorities: obtaining the ATIS, requesting our clearance, and organizing paperwork for the next leg. A few minutes later, I turned around and noticed a cabin full of passengers staring at me.
Confused, I asked the captain when the passengers were going to board.
He looked at me and said, “They already did. We deplaned the previous passengers, unloaded their bags, loaded the new bags, boarded the next passengers, completed the preflight, got the ATIS, received the clearance, and we’re ready to go. We’re just waiting on you.”
I wasn’t overwhelmed because the flight was difficult. I was overwhelmed because I didn’t have a system.
That experience taught me a lesson that has stayed with me throughout my aviation career: most IFR workload management happens long before the airplane leaves the ground.
“I wasn’t overwhelmed because the flight was difficult. I was overwhelmed because I didn’t have a system.”
The Myth of Multitasking
Many pilots believe workload management means handling multiple tasks at once. In reality, effective workload management means reducing the number of decisions you have to make in real time.
When pilots become overloaded, it is rarely because they are physically incapable of performing the tasks. Instead, they become overwhelmed because they are constantly asking themselves:
Every one of those questions consumes mental bandwidth.
The most effective IFR pilots are not necessarily faster or smarter. They simply have systems that allow them to anticipate rather than react.
The Flight Begins Before the Engine Starts
A large portion of IFR workload can be eliminated before you ever reach the airplane.
Before every flight, ask yourself:
Many pilots review information but fail to organize it.
Reading thirty pages of weather products is not preparation. Distilling those thirty pages into three or four critical takeaways is preparation.
The goal is not to memorize information. The goal is to identify what matters.
When you arrive at the airplane already understanding the operational picture, your workload decreases dramatically because you’re no longer processing information for the first time.
“Reading thirty pages of weather products is not preparation. Distilling those thirty pages into three or four critical takeaways is preparation.”
Stay Ahead of the Airplane
The phrase “stay ahead of the airplane” is one of the most common pieces of advice in aviation. Unfortunately, many pilots hear it without understanding what it actually means.
Staying ahead of the airplane means using periods of low workload to prepare for periods of high workload.
During cruise flight, ask yourself:
Waiting until approach control issues a clearance before opening the chart is a recipe for stress.
Instead, use cruise time to brief multiple possibilities. If ATC changes your assignment, you’ll already have a framework in place.
The goal is to never be surprised.
Build Consistent Cockpit Flows
One of the biggest differences between experienced and inexperienced pilots is consistency.
New pilots often perform cockpit tasks in a random order based on whatever catches their attention.
Experienced pilots develop repeatable flows.
A consistent flow allows you to move through the cockpit the same way every time, reducing the likelihood of omissions and mistakes.
This applies to:
Discipline creates efficiency.
When your cockpit organization becomes habitual, your brain is free to focus on decision-making instead of task management.
Prioritize Aviate, Navigate, Communicate
The classic hierarchy remains true because it works.
When workload increases, pilots often become distracted by secondary tasks.
A clearance amendment, a reroute, an equipment issue, or a radio call can quickly draw attention away from aircraft control.
The order never changes:
If the airplane is not under control, nothing else matters.
One of the most important skills a single-pilot IFR operator can develop is the ability to delay nonessential tasks until the airplane is stable.
Not every request requires an immediate response.
Sometimes the safest answer is:
“Stand by.”
Guard Against Task Saturation
Task saturation rarely arrives all at once.
Instead, it develops gradually.
You miss a radio call.
Then you fall behind on programming the GPS.
Then ATC issues a new clearance.
Then weather changes.
Then you’re trying to brief an approach while descending through busy airspace.
The warning signs are usually subtle:
When you recognize these symptoms, stop and reassess.
Slow down.
Prioritize.
Fly the airplane.
The willingness to pause and reorganize often prevents minor workload issues from becoming serious problems.
Flight Deck Discipline Creates Capacity
Ultimately, flight deck discipline is not about perfection.
It is about creating mental capacity.
Every organized checklist, every standardized flow, every pre-briefed approach, and every moment spent preparing ahead of time frees up cognitive resources for the unexpected.
IFR flying is not difficult because airplanes are hard to fly.
It is difficult because information arrives continuously, often faster than we can process it.
The pilots who excel in IFR environments are not the ones who work the hardest in the moment. They are the ones who have already done the work before the moment arrives.
“The pilots who excel in IFR environments are not the ones who work the hardest in the moment. They are the ones who have already done the work before the moment arrives.”
The biggest lesson from that short flight between Pittsburgh and Columbus wasn’t about flying a Saab 340. It was about understanding that professional pilots don’t simply react to events as they happen.
They anticipate.
They prepare.
They stay ahead of the airplane.
And because of that, the airplane never seems nearly as fast.
New Resource Helps Demystify the Instrument Checkride—and the IPC
/by Eric RadtkeTo help bridge that gap, PilotWorkshops has introduced Checkride Insights: Instrument Rating, a new training resource that adds practical context and examiner perspectives directly alongside the ACS.
While the guide is designed for instrument rating applicants, it also includes a dedicated section on the Instrument Proficiency Check (IPC), making it a valuable resource for already-rated instrument pilots looking to regain IFR currency. Since IPCs are based on many of the same ACS standards used during an instrument checkride, the examiner insights and practical guidance apply equally well to pilots preparing for either evaluation.
The publication uses a simple but powerful format: the official ACS appears on one side of the page, while annotations from chief instructors, check airmen, and designated pilot examiners (DPEs) appear alongside the relevant standards. These notes explain how tasks are typically evaluated, identify common mistakes, and highlight areas where applicants often struggle.
See an Annotated ACS Task
Wondering what makes Checkride Insights different?
Download a free sample featuring the Precision Approach task and see how DPE comments, instructor guidance, and practical explanations are integrated directly into the ACS.
Get the sample PDF »
Rather than encouraging applicants to memorize ACS elements, the guide focuses on understanding how the standards are applied in real-world IFR flying. Topics range from flight planning and weather analysis to instrument approaches, missed approaches, and cockpit workload management.
One of the most valuable aspects of the guide is its ability to provide context. An ACS requirement may seem straightforward on paper, but the accompanying notes reveal the types of scenarios, follow-up questions, and decision-making discussions that frequently arise during both the oral exam and flight portion of a practical evaluation.
For IFR Focus readers, the IPC content may be especially valuable. Whether you’re preparing for an initial instrument rating, returning to instrument flying after a lapse in currency, or simply looking to sharpen your IFR skills, understanding how the ACS is applied in a practical evaluation can make training more focused and effective.
The result is a study resource designed to help pilots prepare more efficiently, reduce anxiety, and develop a deeper understanding of the standards they’ll be expected to meet.
Checkride Insights: Instrument Rating is available in both digital and spiral-bound print formats and can be used as a companion to traditional instrument training materials and the FAA ACS.
As instrument pilots know, success during a checkride—or an IPC—isn’t just about knowing the standards. It’s about understanding how to apply them in realistic situations. Resources that provide that additional context can make preparation more practical, efficient, and ultimately more successful.
Video Tip: CAPERS—The Modern IFR Fix-Crossing Check
/by Pilot WorkshopsMany instrument pilots learned the classic “5 Ts” as a way to stay organized when crossing a fix: Turn, Time, Twist, Throttle, and Talk. While that checklist still has value, today’s GPS-equipped cockpits call for a broader scan of the airplane’s status and your overall flight plan. That’s where the CAPERS check comes in—a modern framework that helps you stay ahead of the airplane by reviewing the most important elements of the flight whenever you’re crossing a fix, receiving a new clearance, or transitioning to a new phase of flight.
CAPERS Checklist
The Missed Approach Was the Easy Part
/by Eric RadtkeThe weather wasn’t a surprise. At least, not initially.
As we neared Cincinnati, however, it became apparent that conditions were deteriorating faster than expected. The low ceilings and reduced visibility were combining with another factor that complicated the arrival: the wind favored the north runway at our home airport, which offered only an LNAV approach with minimums roughly 760 feet above the ground. We briefed the approach, flew it as planned, and continued toward minimums. No runway.
Time to execute the missed approach. Ironically, the missed approach itself was probably the easiest part of the entire event.
Years of training make the mechanics of a missed approach fairly straightforward. Apply power. Establish the proper pitch attitude. Clean up the airplane. Follow the published procedure. Communicate with ATC. In our case, we had anticipated the possibility of a missed approach and requested alternate missed approach instructions before beginning the approach. Instead of flying the published climbing turn to a fix, ATC cleared us to climb straight ahead to 3,000 feet. That seemingly small change paid big dividends when the runway failed to appear, reducing our workload at a time when we needed to focus on the bigger decisions that were about to follow.
The real challenge began once the airplane was climbing away from the airport. Almost immediately, we found ourselves facing multiple viable options, each with advantages and drawbacks. One possibility was requesting the ILS to the opposite runway. With the lower minimums, there was a strong likelihood we could complete the approach successfully. The tradeoff was accepting a tailwind landing on a wet runway. While legal and likely within aircraft limitations, it didn’t align with our risk assessment.
Another option was proceeding to our filed alternate more than 40 miles to the south, where weather conditions were significantly better. The downside was obvious: it would create substantial inconvenience for our passengers and leave us well outside the Cincinnati area.
A third option was finding another airport closer to our destination that offered better approach options and more favorable conditions.
None of these choices were inherently wrong. In fact, that’s what made the situation challenging. Flight training often presents scenarios with a clear answer. Real-world IFR flying frequently presents several acceptable answers. The challenge isn’t identifying a legal option; it’s determining which option best balances safety, efficiency, workload, and risk. Meanwhile, the clock is running, fuel is being consumed and ATC is expecting decisions. The airplane still needs to be flown. And unlike a simulator scenario, there is no pause button.
We ultimately chose to divert to Cincinnati/Northern Kentucky International Airport (CVG). The airport offered precision approaches to every runway, weather conditions that supported a much more predictable outcome, and a location close enough to minimize disruption for our passengers. Even after making that decision, however, the workload continued.
The Four Questions We Asked After the Missed
The goal wasn’t convenience—it was finding the option that reduced uncertainty, lowered workload, and provided the greatest safety margin.
Our flight management system had been programmed for an arrival and approach into our original destination. Now we needed to load and verify a new route, brief a different approach, review runway conditions, coordinate with ATC, and prepare for an airport that had not been part of our original arrival plan.
That experience reinforced an important lesson: when weather systems become dynamic, there may be perfectly acceptable alternatives that weren’t part of your original planning process. Pilots sometimes become anchored to the options they identified before departure. But circumstances change. New information becomes available. A nearby airport that wasn’t initially considered may ultimately become the safest and most practical solution.
After landing at CVG, another decision remained. Do we wait? The weather forecasts suggested conditions might improve later in the day. We could remain with the airplane and see if ceilings lifted enough to reposition to our home airport. Or we could recognize that the weather pattern remained unstable, the winds still favored the less desirable runway, and the following day offered significantly better conditions. Again, multiple acceptable choices and again, no perfect answer.
We elected to wait until the next day.
As it turned out, some aircraft did successfully complete the ILS approach into our original destination that afternoon. That’s an important point. Our decision wasn’t based on the belief that landing there was impossible. It was based on our assessment that a tailwind landing on a wet runway, combined with the prevailing weather conditions, didn’t provide a level of risk we were willing to accept.
Good aeronautical decision-making isn’t about proving what can be done. It’s about determining what should be done.
Looking back, the weather wasn’t particularly severe. The missed approach wasn’t especially difficult. The airplane performed exactly as expected. The challenge was managing several reasonable choices while simultaneously dealing with changing weather, limited time, finite fuel, and increasing workload. That’s why staying ahead of the airplane isn’t simply about approach briefings, checklist discipline, or avionics proficiency. Sometimes it’s about recognizing when the original plan has expired and building a new one before the workload builds faster than your capacity to manage it.
The missed approach was the easy part. What happened during the next five minutes is what really mattered.
Ask the IFR Expert: How much should I trust the forecast?
/by Eric RadtkeThe short answer is that you trust the forecast, but you don’t rely on it alone.
The longer answer is that IFR planning isn’t about whether forecasts are “right” or “wrong.” It’s about understanding what kind of uncertainty you’re willing to accept, and building your decision around that uncertainty.
Forecasts are not a promise
A forecast is best thought of as a structured guess about a trend, not a precise prediction of timing.
Two common pilot mistakes:
In reality, IFR weather rarely fails in dramatic, obvious ways. It usually degrades slowly, unevenly, or earlier/later than expected.
Experienced IFR pilots tend to focus less on exact numbers and more on:
If your entire plan collapses when one timing element shifts by two hours, the forecast was never the real issue—the margins were.
Where forecasts are most reliable
More reliable:
Less reliable:
The right IFR mindset
The goal is to be wrong safely which means planning for early arrival of bad weather, building in fuel and reroute flexibility, and avoiding tight, single-point timing dependencies. Good IFR planning treats the forecast as a starting point, then builds layers of protection around it so that when it’s wrong (and it often is), the flight still has options.
How much do you trust the forecast?
Keep your IFR skills sharp with real-world monthly Mastery scenarios
/by Eric RadtkeDesigned as an ongoing series of scenario-based workshops, IFR Mastery challenges pilots each month with a new real-world IFR flight situation. Instead of passively watching videos, you actively work through weather decisions, approach planning, aircraft limitations, alternates, route choices, and cockpit workload management—just like you would in actual instrument conditions.
Each scenario follows a proven process:
The result is valuable “mental reps” that help sharpen IFR decision-making even when you’re not flying regularly.
That makes IFR Mastery especially valuable for instrument pilots looking to stay current, improve confidence, and avoid common traps that can catch even experienced aviators.
And now, for the first time, the entire experience is available directly through the Sporty’s online course platform and Pilot Training app on iPhone/iPad—making it easier than ever to train whenever you have a few spare minutes.
Whether you fly hard IFR every week or only occasionally file in the system, consistent practice matters. IFR Mastery offers a convenient and engaging way to keep your instrument thinking sharp all year long.
How to Try It for Free
Click the scenario link below to see what IFR Mastery is all about (and learn a few tips along the way), or download the Sporty’s Pilot Training app on the iOS App Store for the full experience.
The glidepath disappears while flying an RNAV LPV approach. Will you continue flying the approach to LNAV mins?
Once you’ve completed a free scenario, be sure to sign up for a 30-day trial of IFR Mastery and continue your learning. You’ll receive a new scenario every month and continued access to the extensive Mastery archives, all for just $24/month. If you’re already a PilotWorkshops subscriber, just download the free Pilot Training app and log in with your existing Mastery account.