Losing communications in IMC is a rare but serious scenario that every instrument pilot should be prepared for. Fortunately, the FAA provides clear guidance in AIM 6-4-1 and §91.185, but interpreting and applying that information on the flight deck—especially under stress—can be confusing. In this installment of Ask a CFI, we’ll break it down and offer some practical tips along the way.
First: Confirm It’s Really Lost Comms
Before diving into the legal guidance, don’t forget some basic troubleshooting:
Check your radio volume, mic connections, and audio panel selections—a bumped switch is often the culprit.
Try a backup radio if available.
Listen on the emergency frequency 121.5 MHz—ATC may be calling you there if they suspect an issue.
Use your transponder to squawk 7600, which alerts ATC to your situation.
Try contacting ATC on a nearby frequency—center frequencies often overlap.
For altitude, use the MEA mnemonic and fly the highest of the following:
Minimum Enroute Altitude (MEA) or other applicable minimum altitude (e.g., MOCA, OROCA).
Expected – the altitude ATC told you to expect.
Assigned – the last altitude ATC cleared you to.
How to Use the IFR Enroute Chart
Many IFR pilots today are flying GPS-direct and may not be on published airways. This can create confusion about the minimum altitudes to fly during a comms failure. Here’s where the Off Route Obstruction Clearance Altitude (OROCA) becomes important:
OROCA provides 1,000 feet of obstacle clearance (2,000 in mountainous areas) within a quadrant.
While not a guaranteed ATC-assigned altitude, OROCA is your safest minimum in a lost comms scenario if you’re off-airway and don’t have a MEA or MOCA to fall back on.
Always make sure the OROCA you’re referencing covers your actual position—not just your intended route.
Arrival Procedures and Timing
If you’re close to your destination, timing your descent and approach is critical:
Proceed to the fix from which the approach begins and hold until your EFC time or the ETA filed or amended with ATC.
Then, commence the approach as close as possible to the expected arrival time.
Tip: If you’re GPS-equipped, and flying direct-to a fix on the approach, ensure that you load the full approach—including the initial and intermediate fixes—to allow for a safe and complete navigation path.
Practical Tips for Prevention
Always have a backup plan—know your route, alternates, and potential lost comms procedures before entering IMC.
Listen to ATIS or other communication frequencies early so you’re aware of expected procedures.
Consider using datalink (ADS-B or other comms) to stay informed, even when voice fails (even a cell phone if necessary).
Lost comms IFR doesn’t have to be a panic-inducing event. With a firm understanding of the regulations and a plan in place, you’ll be able to continue safely to your destination. Stay calm, fly the airplane, and trust your training.
https://media.ifrfocus.com/wp-content/uploads/2025/05/25105833/lost-comms.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-05-14 16:50:512025-07-25 10:58:41Ask a CFI: What to Do If You Lose Comms While IFR
The FAA recently issued a new Safety Alert for Operators (SAFO) 23004 to highlight operational risks associated with visual approaches. Released on April 2, 2025, this SAFO urges operators, flight departments, and training providers to take proactive steps in mitigating potential hazards during visual approaches—particularly as they relate to controlled flight into terrain (CFIT), loss of separation, and unstable approaches.
While visual approaches are commonly used in both airline and general aviation operations, their informal nature can lead to reduced situational awareness and decreased vigilance, especially when flown to unfamiliar airports or in challenging environmental conditions. The FAA points out that recent data shows several incidents and accidents where crews misjudged terrain clearance, failed to adequately plan descent profiles, or were late in configuring the aircraft for landing.
Key Points from the SAFO:
Lack of stabilized approach criteria: Visual approaches often lack defined vertical profiles, increasing the risk of an unstable approach.
Terrain and obstacle clearance: When flying a visual approach, terrain clearance becomes the pilot’s responsibility, which requires careful planning and constant situational awareness.
ATC expectations: Pilots should not assume ATC will provide obstacle clearance during a visual approach.
Human factors: Fatigue, expectation bias, and complacency can impair judgment during what may appear to be a routine maneuver.
Recommended actions: Pilots are encouraged to review visual approach procedures, incorporate scenario-based training, reinforce stabilized approach criteria, and ensure an understanding of the potential risks involved.
As pilots, it’s easy to become comfortable with the familiar—but this SAFO is a timely reminder that even visual approaches demand discipline, preparation, and sound aeronautical decision-making. Learn more about visual approach procedures in this article from FlightTrainingCentral.com.
https://media.ifrfocus.com/wp-content/uploads/2025/04/25110139/circle-approach.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-04-29 09:39:242025-07-25 11:01:47FAA Issues New Safety Alert on Risks of Visual Approaches
There’s a reason why basic airplane attitude instrument flying comes first in any Instrument curriculum – it’s the foundation for everything else you’ll do in IFR flying. If you master airplane attitude instrument flying, then everything else you will do that follows, from departure procedures to instrument approaches, will simply be combining your BAI skills with navigation.
Pitch corrections should be made using half, full, and one and one half bar widths corrections.
STRAIGHT AND LEVEL
Like your visual flying, most of your instrument time will be spent flying straight and level. As the complete instrument pilot, you should be able to maintain heading, altitude, and airspeed at speeds ranging from cruise to approach. Within the normal speed range of an airplane, there are many combinations of power and pitch which will maintain altitude at different airspeeds. For example, a low power setting and nose high pitch will maintain altitude at low airspeed while a high power setting and low pitch attitude will bring about level flight at high airspeed.
The art of instrument flying involves finesse of the flight controls – fine inputs for precise control. Pitch corrections for level flight should be made using the attitude indicator and limited to half, full, and one and one half bar widths corrections. The pitch corrections to maintain level flight on instruments are smaller than those made using the natural horizon. When the airplane is properly trimmed, the control pressures needed for these small pitch changes are very light. For corrections of more than 100 feet, use a full bar width pitch change initially, changing to a half bar width when the remaining altitude correction is less than 100 feet.
HEADING AND BANK CONTROL
The most common error in both pitch and bank control is over controlling.
Heading and bank control are virtually the same thing. Heading will stay constant if the wings are kept level in coordinated flight. The wings of the miniature airplane and the horizon bar of the attitude indicator will give you an overall picture of the wing attitude, but small banks are difficult to detect. Small deviations from wings level attitude are more easily detected using the banking scale and center index. Odds are that bank control will require more practice than pitch control. There are several reasons for this. First, the airplane is more stable in pitch than bank and, if you are a typical VFR pilot, you refer to the altimeter more than to the heading indicator.
While the attitude indicator will show if the wings are being kept level, you still need to look at the heading indicator to be sure the heading accurate and that it is kept constant. The attitude and turn indicators provide supporting information regarding bank and everything should agree during straight flight.
The most common error in both pitch and bank control is over controlling. Just as an excessive climb or descent will cause you to overshoot altitude, an excessive rate of turn results in overshooting the target heading.
For heading corrections of five degrees or less, keep the wings level and use rudder pressure to change the heading. Five degrees of heading change doesn’t give you enough time to make a coordinated turn. If heading is off more than five degrees, make a coordinated turn but restrict the banks to half the number of degrees you want to turn but not more than standard rate.
Airspeed changes in level flight are normally accomplished by changing the power.
AIRSPEED CHANGES
Intentional airspeed changes in level flight are normally accomplished by changing the power. Adjust the power to the setting that you previously determined will produce the desired airspeed. Adjust the pitch attitude to maintain altitude as the airspeed changes. As the airspeed approaches the desired airspeed, the airspeed indicator becomes the primary power instrument and the altimeter is primary for pitch. Fine tune power and pitch as the airplane stabilizes at the new airspeed. And trim to relieve control pressures.
CLIMBS
To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar.
Now let’s take a look at climbs. To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar. As the pitch attitude is raised, increase the power to the climb setting and use right rudder to keep the airplane from turning to the left.
Adjustments of the climb attitude will be dictated by the indicated airspeed. If airspeed is too high or low, the pitch attitude must be changed. Don’t chase the airspeed indicator to make the change. Use the attitude indicator to make small changes of one half bar width, wait, and note the effect on the airspeed indicator.
As the desired altitude is approached, the level off must be started at about 10 percent of the rate of climb before reaching the altitude. If the climb is 500 feet per minute, the pitch attitude should be smoothly changed to the level flight attitude 50 feet before reaching the final altitude. Use the attitude indicator to set the level attitude and grade this attitude using the altimeter.
For a constant rate climb, increase the power to the approximate setting required for the desired rate of climb and simultaneously raise the nose to the approximate pitch attitude needed for that climb rate. As the vertical speed indicator stabilizes, it becomes the primary pitch instrument and the airspeed indicator is primary for power. Lead the level off by ten percent of the rate of climb and adjust the pitch and power to the appropriate settings for the desired level airspeed.
DESCENTS
As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Now let’s look at descents. To enter a descent at constant airspeeds up to maximum structural cruise airspeed, simultaneously lower the pitch attitude and reduce power to the predetermined setting. When entering a descent at an airspeed less than cruise, reduce power to the predetermined setting and slow the airplane in level flight. As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Make corrections for airspeed by changing pitch attitude and, at the risk of sounding like a broken record, use the attitude indicator to make small pitch changes. To correct a rate of descent at a specific airspeed requires changing both pitch and power. If you start with the predetermined power setting and pitch attitude, any corrections needed will be small.
In order to level off from a descent, you must start your level off before reaching your desired altitude. To do this, lead the level off by about ten percent of the rate of descent. As an example, if you are descending at a rate of 500 feet per minute, lead the level off by about 50 feet. To level off at an airspeed higher than descent speed, lead the level off by 20 to 30 percent of the rate of descent. In the 500 foot per minute example, you would add power and start your level off between 100 and 150 feet before reaching your desired altitude .
BUILD A CHEAT SHEET
It’s good practice to document specific pitch and power settings for various aircraft configurations. You can do this with a flight instructor or safety pilot to determine the most common instrument profiles for your training aircraft. And then when it comes time to execute and fly the specific profiles, it’s only a matter of establishing the predetermined pitch and power to give you the expected performance. Only small adjustments will then be needed for precise control – the art of basic attitude instrument flying.
https://media.ifrfocus.com/wp-content/uploads/2025/04/16112445/BAI-IS-THE-FOUNDATION.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-04-22 08:55:382025-06-16 11:24:52Basic attitude instrument flying – the foundation for IFR flight
You’ve probably seen runway approach lights at larger airports many times during your training and when flying at night. These systems take on additional importance when flying IFR since they provide the basic means to transition from instrument to visual flight for landing.
If an approach lighting system is available for a runway, the symbology will be displayed in both the small airport diagram in line with the runway, and in the briefing strip towards the top of the instrument approach chart. You can then refer to the legend in the digital terminal procedures supplement to determine the specifics of the lighting system.
Approach light systems are a configuration of signal lights starting at the landing threshold and extending into the approach area, at a distance of 2,400 to 3,000 feet for precision instrument runways, and 1,400 to 1,500 feet for non-precision instrument runways. Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling towards the runway at high speed—nicknamed the rabbit.
Approach light systems deserve special attention twice during each flight. First is during your preflight preparation, when you can determine which system you’ll see for a particular runway. Here’s the ILS Runway 29R approach at Torrance, California. Notice the A-5 found in the briefing strip on the approach chart.
Now look in the supplement to find that A-5 represents a medium intensity approach lighting system, or M-A-L-S-R, with runway alignment indicator lights. The inverted dark coloring of the A5 symbol means the approach lights are pilot-controlled.
Approach lighting systems are critical during low ceiling and low visibility conditions when you must decide whether to continue to land or execute a missed approach. If when reaching the minimum descent altitude or decision altitude on the approach and you have the approach lights in sight, you are permitted to descend to 100 feet above the touchdown zone elevation published for the runway. When reaching 100 feet above the touchdown zone, you then must have the runway environment in sight (as specified in § 91.175) and verify the flight visibility is above the published minimums to continue the descent to landing.
If a NOTAM indicates part of the lighting system is out of service, refer to the inoperative components table to make adjustments to the landing minimums. Make it a point to check your destination against the inoperative components table each time you fly IFR to see if the airport has any lighting systems affected.
Remember, these approach lighting systems are an important part of your IFR training. When you arrive at an unfamiliar airport with reduced visibility, let your preflight preparation and knowledge of the various systems lead to quick orientation to the runway.
Now let’s take a look at the approach lighting systems you are likely to encounter and see what they may look like in a variety of weather conditions.
Approach Light Systems Simulator
Approach Lighting Systems Scenarios
https://media.ifrfocus.com/wp-content/uploads/2025/07/25104918/Copy-of-approach-lighting-systems.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-03-31 08:55:502025-07-25 10:54:20Mastering Approach Lighting Systems: Key Insights for IFR Pilots
The FAA encourages pilots to use the self-briefing technique when checking the weather before each flight. In this video, we’ll highlight various sources of weather products you can use and how to ensure you always get a complete briefing.
To take the next step, check out Sporty’s Instrument Rating Course, which includes 13 hours of in-flight HD cross-country and instrument approach video training and comprehensive written test preparation tools.
https://media.ifrfocus.com/wp-content/uploads/2025/03/16110656/Copy-of-regulations-for-IFR.png10001250Bret Koebbehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngBret Koebbe2025-03-26 12:00:522025-06-16 11:07:04Video Tip: How to perform a self-weather briefing for an IFR flight
Flying a light airplane offers access to thousands more airports than the airlines serve, which means you can land closer to your destination, avoid long taxi routes, and save time. For an instrument pilot, though, there is one key difference between a smaller, non-towered airport and a larger one with an air traffic control tower: obtaining an IFR clearance.
To review, flying an IFR trip involves four main steps:
File a flight plan (either with Flight Service or in an aviation app).
Call for your IFR clearance, including route, altitude, and transponder code.
After takeoff, talk to Air Traffic Control (ATC) to transition into the en route environment.
At the end of the flight, cancel IFR (either after landing or when the destination airport is in sight).
Step one is the same no matter where you are, but step two can vary dramatically based on your departure airport. Here are three ways to get a clearance at a non-towered airport.
1. Call on the phone
In ancient times (i.e., the 1990s) getting a clearance at a remote airport usually meant calling Flight Service on a pay phone. The briefer would contact ATC and relay the clearance to you, which could occasionally be a lengthy process. After reading back the clearance, the pilot would run to the airplane, fire up the engine, and try to get airborne before the clearance expired. I remember doing exactly this during my instrument training at a very remote airport: the nearest pay phone was about a mile away from the airport ramp, so it was quite the accomplishment to lift off before my timer expired.
Today there’s a better way. First, ubiquitous cell phones make it much easier to call for that clearance. You can be standing by the airplane or even sitting in the airplane at the end of the runway. When you get the question, “which runway and how long until you’re ready?” you can answer confidently—because you’re first in line for the runway.
Apps like ForeFlight make it easy to find phone numbers for ATC.
Secondly, you can now cut out the middleman and call ATC directly. In 2019, the FAA began publishing phone numbers for ATC facilities that can be used by pilots to pick up a clearance. These are published in the chart supplement (the old A/FD) and are also easily accessible in most aviation apps. In ForeFlight, for example, go to the Airports tab, then Frequencies, and tap on Clearance. You’ll see any radio frequencies available, but you’ll also see a phone number and facility name there. If you’re using the app on your phone, just tap the number to dial it.
Pro tip: Connect your cell phone to a Bluetooth-enabled headset, like a Bose A20 or Lightspeed Delta Zulu, and enjoy the noise-canceling benefits of the headset’s microphone and ear cups. It’s much easier to understand those complicated IFR routes. Don’t have a Bluetooth headset? Use an Audio Link to add this feature to any aviation headset.
2. Call on the radio
Some airports offer a way to contact ATC using your airplane’s COM radio, eliminating the cell phone hassle. While most pilots call this an RCO (for Remote Communications Outlet), it’s technically called an RTR (remote transmitter/receiver), since RCOs are for Flight Service. No matter what you call it, the procedure is the same: tune up the frequency published in the chart supplement, approach plate or app, and press the push-to-talk button. Once again, you’ll be talking directly to a controller at a nearby ATC facility.
There’s another option that is pretty rare but still available at some airports: a GCO. These are a lot like RCOs, but instead of offering a direct radio connection to ATC, it uses a landline. Read the notes for each GCO, because details can vary, but in general you’ll need to do four slow and steady clicks on the frequency to wake up the GCO and dial ATC. When this happens, you will literally hear the phone ringing and you can then talk to the controller just like you would on a regular RCO.
Sometimes you can reach ATC using the same frequency used in the air, instead of an RCO or GCO. This depends on the terrain and the location of ATC’s antennas, so don’t assume it will work. If you’re landing at an airport, you can always ask ATC if the current frequency works on the ground.
Pro tip: If you’re having trouble reaching ATC, try switching radios. Many airplanes have one COM antenna on the belly and one on the roof of the airplane. Depending on where ATC’s antenna is located, one radio may have better results.
Sidebar: The elements of an IFR clearance
When in doubt, follow the CRAFT prompts.
Once the person on the other end answers, whether it’s on the phone or over an RCO, you’ll be talking to a controller at a nearby TRACON or Center facility. Tell them your tail number, where you are, and the IFR flight plan you’d like to open. Assuming there are no issues, the controller will read out your clearance in the familiar CRAFT format: clearance limit (typically your destination airport), route, initial altitude and expected final altitude, frequency to contact departure control after takeoff, and your transponder code.
There are two additional elements you’ll probably hear when departing a non-towered airport. First is “enter controlled airspace on heading XXX.” That’s obviously the heading ATC expects you to be flying when you contact them after leaving the traffic pattern, but it’s also a reminder that you as the pilot in command are responsible for terrain and traffic avoidance right after takeoff. Don’t assume a straight-out departure is safe, especially in mountainous areas (you did check for obstacle departure procedures, right?).
The second element is a void time, which is essentially an expiration date for your clearance. When ATC says “you are released for departure,” they are blocking the airspace around the airport so that no other IFR aircraft can take off or land. They obviously can’t do that forever, so if for any reason you cannot take off before the void time, your clearance is canceled and you’ll need to call ATC again. Sometimes this is delivered in a very wordy way: “Clearance void if not off by 1455 Zulu; time now 1445 Zulu; if not off by 1455 Zulu advise no later than 1520 Zulu.” This gets confusing fast, so many controllers will just say, “Clearance void if not off in five minutes.”
So a typical clearance would sound something like this (in this case over an RCO):
“Cincinnati Clearance, Cessna 12345 on the ground at Clermont Country, requesting IFR clearance to Oshkosh.”
“Cessna 12345, Cincinnati, you are cleared to Oshkosh as filed, climb and maintain 2500, expect 8000 ten minutes after departure, departure frequency 121.0, squawk 4664, hold for release.”
“Cleared to Oshkosh as filed, climb and maintain 2500, expect 8000 in ten minutes, frequency 121.0, squawk 4664 – Cessna 12345.”
“Cessna 12345, readback correct. Which runway will you be using and how long until you’re airborne?”
“We’ll be using runway 22, departing in 5 minutes – Cessna 12345.”
“Cessna 12345, you are released for departure. Clearance void if not off in five minutes.”
Pro tip: Remember that an IFR clearance only protects the airspace around that airport from other IFR flights. There could be a dozen VFR airplanes in the pattern, so look outside and make good radio calls on CTAF.
3. In the air
A good ANR headset like the Lightspeed Delta Zulu can make it a lot easier to get your clearance.
The last option is to take off VFR and then call ATC once you’re airborne to get your IFR clearance. This works well if the weather is good and you don’t need an IFR clearance to take off and depart the pattern. It’s usually faster and in some cases is easier for ATC—there’s no void time and no spotty RCO coverage issues. It can even be good manners, because it doesn’t tie up a taxiway while you call for clearance or prevent another IFR airplane from landing.
However, this procedure should only be used when both the weather and terrain are favorable. If the ceiling is 1500 overcast or the visibility is 3 miles in rain, you will leave yourself very little margin for error by scud running while you wait for an answer from ATC. Remember, until ATC issues a clearance and says “radar contact,” you are responsible for terrain avoidance. It’s also important to consider where you’re operating from—do not expect a happy reply if you try this with New York Center on a busy Friday night with marginal weather.
Pro tip: Prepare your avionics on the ground. With this option, you’ll be both flying and copying a clearance so the more you have set up ahead of time, the better. You know the route you filed (and apps like ForeFlight even tell you what route to expect from ATC), so load that in the GPS.
https://media.ifrfocus.com/wp-content/uploads/2022/10/13150816/CRAFT.jpg11241500John Zimmermanhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJohn Zimmerman2025-03-23 08:55:432025-06-10 10:56:54How to get an IFR clearance at a non-towered airport
Ask a CFI: What to Do If You Lose Comms While IFR
/by Eric RadtkeLosing communications in IMC is a rare but serious scenario that every instrument pilot should be prepared for. Fortunately, the FAA provides clear guidance in AIM 6-4-1 and §91.185, but interpreting and applying that information on the flight deck—especially under stress—can be confusing. In this installment of Ask a CFI, we’ll break it down and offer some practical tips along the way.
First: Confirm It’s Really Lost Comms
What Route Should I Fly? (AIM 6-4-1 Route Guidance)
If you’re convinced your comms are out, the AIM tells us to follow the AVEF mnemonic to determine the correct route:
What Altitude Should I Fly? (AIM 6-4-1 Altitude Guidance)
For altitude, use the MEA mnemonic and fly the highest of the following:
How to Use the IFR Enroute Chart
Many IFR pilots today are flying GPS-direct and may not be on published airways. This can create confusion about the minimum altitudes to fly during a comms failure. Here’s where the Off Route Obstruction Clearance Altitude (OROCA) becomes important:
Arrival Procedures and Timing
If you’re close to your destination, timing your descent and approach is critical:
Tip: If you’re GPS-equipped, and flying direct-to a fix on the approach, ensure that you load the full approach—including the initial and intermediate fixes—to allow for a safe and complete navigation path.
Practical Tips for Prevention
Lost comms IFR doesn’t have to be a panic-inducing event. With a firm understanding of the regulations and a plan in place, you’ll be able to continue safely to your destination. Stay calm, fly the airplane, and trust your training.
FAA Issues New Safety Alert on Risks of Visual Approaches
/by Eric RadtkeThe FAA recently issued a new Safety Alert for Operators (SAFO) 23004 to highlight operational risks associated with visual approaches. Released on April 2, 2025, this SAFO urges operators, flight departments, and training providers to take proactive steps in mitigating potential hazards during visual approaches—particularly as they relate to controlled flight into terrain (CFIT), loss of separation, and unstable approaches.
While visual approaches are commonly used in both airline and general aviation operations, their informal nature can lead to reduced situational awareness and decreased vigilance, especially when flown to unfamiliar airports or in challenging environmental conditions. The FAA points out that recent data shows several incidents and accidents where crews misjudged terrain clearance, failed to adequately plan descent profiles, or were late in configuring the aircraft for landing.
Key Points from the SAFO:
Lack of stabilized approach criteria: Visual approaches often lack defined vertical profiles, increasing the risk of an unstable approach.
Terrain and obstacle clearance: When flying a visual approach, terrain clearance becomes the pilot’s responsibility, which requires careful planning and constant situational awareness.
ATC expectations: Pilots should not assume ATC will provide obstacle clearance during a visual approach.
Human factors: Fatigue, expectation bias, and complacency can impair judgment during what may appear to be a routine maneuver.
Recommended actions: Pilots are encouraged to review visual approach procedures, incorporate scenario-based training, reinforce stabilized approach criteria, and ensure an understanding of the potential risks involved.
As pilots, it’s easy to become comfortable with the familiar—but this SAFO is a timely reminder that even visual approaches demand discipline, preparation, and sound aeronautical decision-making. Learn more about visual approach procedures in this article from FlightTrainingCentral.com.
Read the full SAFO here: https://www.faa.gov/media/92656
Basic attitude instrument flying – the foundation for IFR flight
/by Eric RadtkeThere’s a reason why basic airplane attitude instrument flying comes first in any Instrument curriculum – it’s the foundation for everything else you’ll do in IFR flying. If you master airplane attitude instrument flying, then everything else you will do that follows, from departure procedures to instrument approaches, will simply be combining your BAI skills with navigation.
Pitch corrections should be made using half, full, and one and one half bar widths corrections.
STRAIGHT AND LEVEL
Like your visual flying, most of your instrument time will be spent flying straight and level. As the complete instrument pilot, you should be able to maintain heading, altitude, and airspeed at speeds ranging from cruise to approach. Within the normal speed range of an airplane, there are many combinations of power and pitch which will maintain altitude at different airspeeds. For example, a low power setting and nose high pitch will maintain altitude at low airspeed while a high power setting and low pitch attitude will bring about level flight at high airspeed.
The art of instrument flying involves finesse of the flight controls – fine inputs for precise control. Pitch corrections for level flight should be made using the attitude indicator and limited to half, full, and one and one half bar widths corrections. The pitch corrections to maintain level flight on instruments are smaller than those made using the natural horizon. When the airplane is properly trimmed, the control pressures needed for these small pitch changes are very light. For corrections of more than 100 feet, use a full bar width pitch change initially, changing to a half bar width when the remaining altitude correction is less than 100 feet.
HEADING AND BANK CONTROL
The most common error in both pitch and bank control is over controlling.
Heading and bank control are virtually the same thing. Heading will stay constant if the wings are kept level in coordinated flight. The wings of the miniature airplane and the horizon bar of the attitude indicator will give you an overall picture of the wing attitude, but small banks are difficult to detect. Small deviations from wings level attitude are more easily detected using the banking scale and center index. Odds are that bank control will require more practice than pitch control. There are several reasons for this. First, the airplane is more stable in pitch than bank and, if you are a typical VFR pilot, you refer to the altimeter more than to the heading indicator.
While the attitude indicator will show if the wings are being kept level, you still need to look at the heading indicator to be sure the heading accurate and that it is kept constant. The attitude and turn indicators provide supporting information regarding bank and everything should agree during straight flight.
The most common error in both pitch and bank control is over controlling. Just as an excessive climb or descent will cause you to overshoot altitude, an excessive rate of turn results in overshooting the target heading.
For heading corrections of five degrees or less, keep the wings level and use rudder pressure to change the heading. Five degrees of heading change doesn’t give you enough time to make a coordinated turn. If heading is off more than five degrees, make a coordinated turn but restrict the banks to half the number of degrees you want to turn but not more than standard rate.
Airspeed changes in level flight are normally accomplished by changing the power.
AIRSPEED CHANGES
Intentional airspeed changes in level flight are normally accomplished by changing the power. Adjust the power to the setting that you previously determined will produce the desired airspeed. Adjust the pitch attitude to maintain altitude as the airspeed changes. As the airspeed approaches the desired airspeed, the airspeed indicator becomes the primary power instrument and the altimeter is primary for pitch. Fine tune power and pitch as the airplane stabilizes at the new airspeed. And trim to relieve control pressures.
CLIMBS
To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar.
Now let’s take a look at climbs. To enter a constant airspeed climb, raise the nose to bring the miniature airplane the predetermined position above the horizon bar. As the pitch attitude is raised, increase the power to the climb setting and use right rudder to keep the airplane from turning to the left.
Adjustments of the climb attitude will be dictated by the indicated airspeed. If airspeed is too high or low, the pitch attitude must be changed. Don’t chase the airspeed indicator to make the change. Use the attitude indicator to make small changes of one half bar width, wait, and note the effect on the airspeed indicator.
As the desired altitude is approached, the level off must be started at about 10 percent of the rate of climb before reaching the altitude. If the climb is 500 feet per minute, the pitch attitude should be smoothly changed to the level flight attitude 50 feet before reaching the final altitude. Use the attitude indicator to set the level attitude and grade this attitude using the altimeter.
For a constant rate climb, increase the power to the approximate setting required for the desired rate of climb and simultaneously raise the nose to the approximate pitch attitude needed for that climb rate. As the vertical speed indicator stabilizes, it becomes the primary pitch instrument and the airspeed indicator is primary for power. Lead the level off by ten percent of the rate of climb and adjust the pitch and power to the appropriate settings for the desired level airspeed.
DESCENTS
As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Now let’s look at descents. To enter a descent at constant airspeeds up to maximum structural cruise airspeed, simultaneously lower the pitch attitude and reduce power to the predetermined setting. When entering a descent at an airspeed less than cruise, reduce power to the predetermined setting and slow the airplane in level flight. As the airspeed approaches the descent speed, lower the nose to the predetermined attitude.
Make corrections for airspeed by changing pitch attitude and, at the risk of sounding like a broken record, use the attitude indicator to make small pitch changes. To correct a rate of descent at a specific airspeed requires changing both pitch and power. If you start with the predetermined power setting and pitch attitude, any corrections needed will be small.
In order to level off from a descent, you must start your level off before reaching your desired altitude. To do this, lead the level off by about ten percent of the rate of descent. As an example, if you are descending at a rate of 500 feet per minute, lead the level off by about 50 feet. To level off at an airspeed higher than descent speed, lead the level off by 20 to 30 percent of the rate of descent. In the 500 foot per minute example, you would add power and start your level off between 100 and 150 feet before reaching your desired altitude .
BUILD A CHEAT SHEET
It’s good practice to document specific pitch and power settings for various aircraft configurations. You can do this with a flight instructor or safety pilot to determine the most common instrument profiles for your training aircraft. And then when it comes time to execute and fly the specific profiles, it’s only a matter of establishing the predetermined pitch and power to give you the expected performance. Only small adjustments will then be needed for precise control – the art of basic attitude instrument flying.
Mastering Approach Lighting Systems: Key Insights for IFR Pilots
/by Eric RadtkeYou’ve probably seen runway approach lights at larger airports many times during your training and when flying at night. These systems take on additional importance when flying IFR since they provide the basic means to transition from instrument to visual flight for landing.
If an approach lighting system is available for a runway, the symbology will be displayed in both the small airport diagram in line with the runway, and in the briefing strip towards the top of the instrument approach chart. You can then refer to the legend in the digital terminal procedures supplement to determine the specifics of the lighting system.
Approach light systems are a configuration of signal lights starting at the landing threshold and extending into the approach area, at a distance of 2,400 to 3,000 feet for precision instrument runways, and 1,400 to 1,500 feet for non-precision instrument runways. Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling towards the runway at high speed—nicknamed the rabbit.
Approach light systems deserve special attention twice during each flight. First is during your preflight preparation, when you can determine which system you’ll see for a particular runway. Here’s the ILS Runway 29R approach at Torrance, California. Notice the A-5 found in the briefing strip on the approach chart.
Now look in the supplement to find that A-5 represents a medium intensity approach lighting system, or M-A-L-S-R, with runway alignment indicator lights. The inverted dark coloring of the A5 symbol means the approach lights are pilot-controlled.
Approach lighting systems are critical during low ceiling and low visibility conditions when you must decide whether to continue to land or execute a missed approach. If when reaching the minimum descent altitude or decision altitude on the approach and you have the approach lights in sight, you are permitted to descend to 100 feet above the touchdown zone elevation published for the runway. When reaching 100 feet above the touchdown zone, you then must have the runway environment in sight (as specified in § 91.175) and verify the flight visibility is above the published minimums to continue the descent to landing.
If a NOTAM indicates part of the lighting system is out of service, refer to the inoperative components table to make adjustments to the landing minimums. Make it a point to check your destination against the inoperative components table each time you fly IFR to see if the airport has any lighting systems affected.
Remember, these approach lighting systems are an important part of your IFR training. When you arrive at an unfamiliar airport with reduced visibility, let your preflight preparation and knowledge of the various systems lead to quick orientation to the runway.
Now let’s take a look at the approach lighting systems you are likely to encounter and see what they may look like in a variety of weather conditions.
Approach Light Systems Simulator
Approach Lighting Systems Scenarios
Video Tip: How to perform a self-weather briefing for an IFR flight
/by Bret KoebbeThe FAA encourages pilots to use the self-briefing technique when checking the weather before each flight. In this video, we’ll highlight various sources of weather products you can use and how to ensure you always get a complete briefing.
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 get an IFR clearance at a non-towered airport
/by John ZimmermanFlying a light airplane offers access to thousands more airports than the airlines serve, which means you can land closer to your destination, avoid long taxi routes, and save time. For an instrument pilot, though, there is one key difference between a smaller, non-towered airport and a larger one with an air traffic control tower: obtaining an IFR clearance.
To review, flying an IFR trip involves four main steps:
Step one is the same no matter where you are, but step two can vary dramatically based on your departure airport. Here are three ways to get a clearance at a non-towered airport.
1. Call on the phone
In ancient times (i.e., the 1990s) getting a clearance at a remote airport usually meant calling Flight Service on a pay phone. The briefer would contact ATC and relay the clearance to you, which could occasionally be a lengthy process. After reading back the clearance, the pilot would run to the airplane, fire up the engine, and try to get airborne before the clearance expired. I remember doing exactly this during my instrument training at a very remote airport: the nearest pay phone was about a mile away from the airport ramp, so it was quite the accomplishment to lift off before my timer expired.
Today there’s a better way. First, ubiquitous cell phones make it much easier to call for that clearance. You can be standing by the airplane or even sitting in the airplane at the end of the runway. When you get the question, “which runway and how long until you’re ready?” you can answer confidently—because you’re first in line for the runway.
Apps like ForeFlight make it easy to find phone numbers for ATC.
Secondly, you can now cut out the middleman and call ATC directly. In 2019, the FAA began publishing phone numbers for ATC facilities that can be used by pilots to pick up a clearance. These are published in the chart supplement (the old A/FD) and are also easily accessible in most aviation apps. In ForeFlight, for example, go to the Airports tab, then Frequencies, and tap on Clearance. You’ll see any radio frequencies available, but you’ll also see a phone number and facility name there. If you’re using the app on your phone, just tap the number to dial it.
Pro tip: Connect your cell phone to a Bluetooth-enabled headset, like a Bose A20 or Lightspeed Delta Zulu, and enjoy the noise-canceling benefits of the headset’s microphone and ear cups. It’s much easier to understand those complicated IFR routes. Don’t have a Bluetooth headset? Use an Audio Link to add this feature to any aviation headset.
2. Call on the radio
Some airports offer a way to contact ATC using your airplane’s COM radio, eliminating the cell phone hassle. While most pilots call this an RCO (for Remote Communications Outlet), it’s technically called an RTR (remote transmitter/receiver), since RCOs are for Flight Service. No matter what you call it, the procedure is the same: tune up the frequency published in the chart supplement, approach plate or app, and press the push-to-talk button. Once again, you’ll be talking directly to a controller at a nearby ATC facility.
There’s another option that is pretty rare but still available at some airports: a GCO. These are a lot like RCOs, but instead of offering a direct radio connection to ATC, it uses a landline. Read the notes for each GCO, because details can vary, but in general you’ll need to do four slow and steady clicks on the frequency to wake up the GCO and dial ATC. When this happens, you will literally hear the phone ringing and you can then talk to the controller just like you would on a regular RCO.
Sometimes you can reach ATC using the same frequency used in the air, instead of an RCO or GCO. This depends on the terrain and the location of ATC’s antennas, so don’t assume it will work. If you’re landing at an airport, you can always ask ATC if the current frequency works on the ground.
Pro tip: If you’re having trouble reaching ATC, try switching radios. Many airplanes have one COM antenna on the belly and one on the roof of the airplane. Depending on where ATC’s antenna is located, one radio may have better results.
Sidebar: The elements of an IFR clearance
When in doubt, follow the CRAFT prompts.
Once the person on the other end answers, whether it’s on the phone or over an RCO, you’ll be talking to a controller at a nearby TRACON or Center facility. Tell them your tail number, where you are, and the IFR flight plan you’d like to open. Assuming there are no issues, the controller will read out your clearance in the familiar CRAFT format: clearance limit (typically your destination airport), route, initial altitude and expected final altitude, frequency to contact departure control after takeoff, and your transponder code.
There are two additional elements you’ll probably hear when departing a non-towered airport. First is “enter controlled airspace on heading XXX.” That’s obviously the heading ATC expects you to be flying when you contact them after leaving the traffic pattern, but it’s also a reminder that you as the pilot in command are responsible for terrain and traffic avoidance right after takeoff. Don’t assume a straight-out departure is safe, especially in mountainous areas (you did check for obstacle departure procedures, right?).
The second element is a void time, which is essentially an expiration date for your clearance. When ATC says “you are released for departure,” they are blocking the airspace around the airport so that no other IFR aircraft can take off or land. They obviously can’t do that forever, so if for any reason you cannot take off before the void time, your clearance is canceled and you’ll need to call ATC again. Sometimes this is delivered in a very wordy way: “Clearance void if not off by 1455 Zulu; time now 1445 Zulu; if not off by 1455 Zulu advise no later than 1520 Zulu.” This gets confusing fast, so many controllers will just say, “Clearance void if not off in five minutes.”
So a typical clearance would sound something like this (in this case over an RCO):
Pro tip: Remember that an IFR clearance only protects the airspace around that airport from other IFR flights. There could be a dozen VFR airplanes in the pattern, so look outside and make good radio calls on CTAF.
3. In the air
A good ANR headset like the Lightspeed Delta Zulu can make it a lot easier to get your clearance.
The last option is to take off VFR and then call ATC once you’re airborne to get your IFR clearance. This works well if the weather is good and you don’t need an IFR clearance to take off and depart the pattern. It’s usually faster and in some cases is easier for ATC—there’s no void time and no spotty RCO coverage issues. It can even be good manners, because it doesn’t tie up a taxiway while you call for clearance or prevent another IFR airplane from landing.
However, this procedure should only be used when both the weather and terrain are favorable. If the ceiling is 1500 overcast or the visibility is 3 miles in rain, you will leave yourself very little margin for error by scud running while you wait for an answer from ATC. Remember, until ATC issues a clearance and says “radar contact,” you are responsible for terrain avoidance. It’s also important to consider where you’re operating from—do not expect a happy reply if you try this with New York Center on a busy Friday night with marginal weather.
Pro tip: Prepare your avionics on the ground. With this option, you’ll be both flying and copying a clearance so the more you have set up ahead of time, the better. You know the route you filed (and apps like ForeFlight even tell you what route to expect from ATC), so load that in the GPS.