Instrument flying is demanding. It’s also deeply rewarding—when you’re prepared.
A note from the editor:
As both a pilot and a flight instructor, I know firsthand how easy it is to lose your edge when it comes to instrument flying. Proficiency isn’t just about staying legal—it’s about staying sharp, confident, and ready for whatever ATC or the weather throws your way.
That’s why we created IFR Focus—a new destination dedicated entirely to the art and science of flying in the system.
Whether you’re an experienced IFR pilot looking to stay sharp or a student climbing toward that checkride, you’ll find practical content here to help you fly safer, smoother, and smarter. We’re talking:
Real-world articles written by instrument pilots
Video tips that demonstrate techniques, not just talk about them
Scenarios that challenge your thinking and build judgment
Quizzes to reinforce what you know (and reveal what you don’t)
Flight maneuvers, chart insights, and avionics techniques
And most of all, our monthly signature feature: Practical IFR
Jeff Van West brings you Practical IFR.
At the heart of each monthly email is Practical IFR, an in-depth feature written by noted instructor and aviation writer Jeff Van West. Think of it as a cross between a blog and a deep-dive article, tackling real IFR questions and offering actionable tips you can apply to your next flight.
Do you turn onto the localizer if you’re about to blast through it but haven’t been cleared?
How should you manage glide performance engine-out in IMC with a strong headwind?
Could lowering your personal minimums actually make you a safer pilot?
These are the kinds of real-world scenarios Practical IFR explores—with written analysis, a related video tip, and a quiz question to round it out.
No spam. No fluff. Just focused IFR training you can use.
IFR Focus—a new destination dedicated entirely to the art and science of flying in the system.
We hope you enjoy the site and the newsletter. Your feedback helps us make it better—feel free to reach out anytime at IFRFocus@Sportys.com.
— Eric Radtke Editor, IFR Focus
https://media.ifrfocus.com/wp-content/uploads/2025/05/16105813/Copy-of-welcome-to-IFR-focus.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-05-30 11:27:352025-06-16 10:58:21Welcome to IFR Focus: Sharpen Your Skills, Master the System
All VFR and IFR flight plans must be filed using the ICAO form.
Filing a VFR or IFR flight plan today is a breeze when using an aviation app like ForeFlight or Garmin Pilot, since the File function is integrated right into both apps’ standard flight planning features. The one area related to this, which can be slightly confusing though, is entering all the correct aircraft equipment codes when you go to file.
The international (ICAO) flight plan form, which is required to be used for all VFR and IFR flight plans filed in the U.S., requests detailed information about your airplane’s navigation, communication, surveillance (transponder) and survival equipment.
While this may seem intimidating at first, you’ll only need to do it once, thanks to the ability to set up aircraft profiles in each app. After entering all the data once, the profile will automatically be saved, streamlining data entry for future flight plans. Here, we will look at the information needed and some sample airplane configurations to help make this initial setup easier.
Setting up your airplane profile
We will focus on ForeFlight and Garmin Pilot for this ICAO flight plan discussion. While both apps ultimately require the same set of information, some of the equipment requirements are grouped together differently in each program, which can lead to confusion. For that reason, we will help you identify your equipment first, making it easier to enter your specific application.
In ForeFlight, go to the More tab, select Aircraft from the options on the left, and here you can either add a new aircraft or modify an existing one. You’ll see fields to enter the ICAO equipment details towards the bottom of the screen after selecting one of the N#s from the list.
In Garmin Pilot, head to the main Settings section and choose Aircraft from the options on the left. Just like with ForeFlight, you can either add a new aircraft or modify one of your existing profiles.
The exact layout of each app’s aircraft profile data-entry screen varies a bit, but in the end, they’re all looking for the same information to ensure you meet the ICAO requirements:
Basic Airplane Data–The first step is to enter the standard data, like N#, aircraft type, color and the home airport. Something new you’ll see is Wake Turbulence Category, and you’ll enter Light (L) here when under 15,500 lbs.
Communication Radios–Most GA airplanes are equipped with VHF radios, so this is the only selection necessary here. If your radio has 8.33 kHz spacing and allows you to select the 3rd decimal place when tuning in a frequency (e.g. 122.975 vs. 122.97), select that option as well.
Navigation and Approach Aids–Here you’ll specify which type of navigation radios are on board. The most common selections are ADF, GPS (listed sometimes as GNSS), DME, ILS, VOR and LPV (if you have an approach-approved WAAS GPS). You can also use the “S” code if you have the standard configuration of VOR, VHF radio and ILS receiver. If you have a GPS receiver that meets a minimum level of performance-based navigation (see next bullet point on PBN), you’ll also use the “R” code here to indicate that capability. You probably don’t have any of the other equipment options listed in this group like ACARS/SATCOM/CPDLC (unless you own an Airbus or a Boeing jet), so skip those options and continue on.
Performance-Based Navigation (PBN)–This grouping is used to identify the RNAV & RNP capabilities of your GPS receiver if installed. This is one of the more confusing aspects of the form, but fortunately, Garmin publishes a “cheat sheet” to help you out if you have a Garmin GPS or glass cockpit system in your panel: Garmin ICAO Flight Plan Equipment Codes. In this file, you’ll see 3 tabs across the bottom — choose the first one, labeled ICAO Flight Plans & Eligibility. This will list out exactly what codes to select in the PBN category for your particular setup.
Surveillance–The ADS-B transponder requirement has expanded the number of transponder options and configurations available. There are 2 parts to the ICAO equipment requirement: first, identify the transponder type, and second specify the ADS-B capabilities. If you have a Garmin transponder installed, refer back to their Excel spreadsheet and go to the 3rd tab, labeled ICAO Surveillance Equipment for help. If you’re not ADS-B out equipped, you’ll only enter one code–most likely code “C” for a Mode C transponder or code “S” for a Mode S transponder.
Survival Equipment–The last step is to add is any survival equipment on board, including life jackets, emergency radios and dinghies.
ICAO Flight Plan Tips
It doesn’t take long to be overwhelmed by all the information required. Take your time and be thorough with your airplane’s assessment. Garmin Pilot includes helpful tips for each field while filling out the data and a comprehensive filing resource here. ForeFlight offers an ICAO Filing Manual, How-to blog and video to guide you along the way.
Check with your avionics manufacturer for help on specific equipment codes to select.The best advice is if you’re unsure of whether or not you have a piece of navigation equipment on the list, leave it unchecked, as this is what ATC will look at when clearing you for advanced routes and procedures. It’s not the end of the world if you mess this up–it’s more important for high-altitude RVSM aircraft, international flights and when flying to busy airports where RNAV arrivals and approaches are used. If you’re still unsure, check with your avionics manufacturer, as they will be able to help you identify the specific codes for your GPS and transponder configuration.We came across one point of confusion to be aware of: the code B1 is used in two different areas and means 2 completely different things. In the surveillance section, it is used to categorize an ADS-B transponder with dedicated 1090 MHz ADS-B “out” capability. You’ll also see B1 in the PBN section, which is used to identify RNAV 5 capability.
Some of the forms will also ask for your Mode S transponder’s unique Hex Code, which is required if you’re equipped with an ADS-B out transponder. You can look up your code using your airplane’s N# on the FAA registry site.
Finally, we’ll point out that you only should identify certified, panel-mount ADS-B in/out equipment in the Surveillance section, and not portables. While there are equipment codes for ADS-B in capabilities, portable receivers like Sentry and Garmin GDL-50 should not be included here.
Sample aircraft:
Putting this all together, here are some example configurations and respective equipment codes:
Cessna 172 Dual Nav/Com, Bendix/King Mode S transponder, SkyBeacon ADS-B Out
ICAO Equipment: “S” (standard VOR, VHF, ILS)
ICAO Surveillance: “S” (Mode S Transponder), “U1” (ADS-B, UAT/978 Out)
ICAO PBN: leave this blank, since you’re not RNAV/GPS equipped
So here’s the good news–all the hard work is now behind you. Once your aircraft profile is set up in the app, filing the actual ICAO flight plan before a flight requires just a few taps. In ForeFlight, go to the Flights tab, enter your flight plan data, tap the File button at the bottom of the screen, and verify that ICAO is listed as the flight plan type at the top. You’ll want to update the emergency equipment as required, and tap file.
The flight planning process from Garmin is accomplished in the Trip Planning section of the app, and you’ll use the File button at the top right of the screen after all the flight details are entered.
More Information
Here are few videos from ForeFlight and Garmin with additional instructions on filing with the ICAO flight plan form:
https://media.ifrfocus.com/wp-content/uploads/2025/05/16110001/Copy-of-Flight-plan-codes.png10001250Bret Koebbehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngBret Koebbe2025-05-16 12:21:382025-06-16 11:00:15How to set up aircraft equipment codes in aviation apps to file IFR flight plans
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It’s easy to get in a rut practicing approaches around your home ‘drome. You know the airports; you know the frequencies; you fly with the same buddy before stopping at the same airport diner for the same pastrami on rye.
It’s easy to get in a rut practicing approaches around your home ‘drome.
Or, maybe you don’t even practice approaches enough to have a “same.” Don’t feel bad; you’re not alone.
For many pilots, serious IFR happens more in practice than travel. So, amp up your practice—and make it more appealing to do on a regular basis. (Set aside the simulator discussion for now. Let’s just talk about real-world aircraft.)
The two best things you can do are making practice a habit and upping the stakes. The first part is pretty simple: Set a recurring day, say the second Saturday of each month, when you and a friend or two go bore holes in the IFR system for practice. Three people are better because two get to watch while one flies, and there’s still a party if one of the gang must take a day off.
Upping the ante on the experience can happen in many ways. Here are a few suggestions:
* Have a focus. Each time you fly, have one thing that’s the core practice for the day. Maybe today it’s partial-panel approaches with an ILS or LPV. That’s all you do. You get to focus on exactly that skill and dial it in. Stick with items that make sense in the real world. If you were really partial-panel, you’d almost certainly find an ILS or LPV, so practicing partial panel without vertical guidance isn’t realistic—unless when you lose your PFD you have no vertical guidance. In that case, partial panel and non-precision would be a great thing to practice.
* Request the option. Rather than ending every flight with a missed approach, let your safety pilot make the call just as you reach minimums or a reasonable visual descent point. You’ll be ready for either. Also, having an option to land might force you to fly a more difficult approach for the runway in use, or fly to circling minimums and circle to the landing runway. Circling is a great skill even if you’d only use it with high ceilings and in daylight. Circle no lower than pattern altitude if you want, but practice maneuvering to land somewhere other than straight-in.
* Remove one thing. This could be a focus topic or something your safety pilot tosses in at random. Just lose one of the tools at your disposal and see what it does to your process. It could be the iPad, your second radio, electric trim, the MFD, flaps, etc. Remove just one thing, however. A variant on this is losing one part of the approach system at the last minute: no glideslope, no GPS position, only an approach with a tailwind available. The key is you don’t know what, or when, until it happens. Your flying buddy(ies) get to surprise you with that one.
* Place a bet. Want to really make practice count? Rate the approaches and have the loser buy lunch. Or the avgas. Believe me, you’ll try harder. The safety pilot must watch for traffic, but if he also has an iPad or tablet, have him grab screenshots for proof. Ideally, the screenshot would show speed and altitude as well as position. ForeFlight, CloudAhoy, or Flysto recordings are great tools for this.
* Debrief. I’m as guilty of not debriefing my own practice as anyone else, even though the instructor in me knows the debrief is as important as the flight itself. Take notes on the other pilot’s flight and have that pilot take notes for you. Use those screenshots as you discuss what happened while you enjoy that lunch. Or beer if the airplane is tied down for the night.
The pilot flying does all the communicating with ATC, except for special requests and traffic calls. A good safety pilot can think ahead and ask for things like alternate missed approach instructions that get you going in the best direction for the next approach … or ask ATC for an impromptu hold to let you catch your breath if things start to fall apart.
Having the right safety pilot is key. You want someone who’s not only legal but knows your airplane and your avionics well enough to give feedback on how you did. If you’re swapping approaches, knowing the equipment is required. It’s helpful to have the safety pilot plan ahead for your next approach request. You also want someone you get along with—and won’t gloat too much when you have to pick up the tab.
Watch ThisVideo:
Practice Approaches and Downgrading GPS Quality
Closer Look: Practicing in VFR Conditions
When not restricted by ATC, altitude is your discretion.
Practice approaches in clear air are the common fare, and the only option in the icing months. This means you can practice without even filing IFR—which is a real boon if your currency has expired. However, VFR practice puts you into a nebulous region where you get some of the ATC services, but not all of them.
The big divide concerns separation services. When these services are provided, you’ll get an altitude to maintain when on an ATC vector. Clearance for the approach means you’re still getting separation from IFR aircraft. When not restricted by ATC, altitude is your discretion. That can confuse pilots when they’re direct to a fix, expecting to get a lower altitude and it never comes. If in doubt, just ask.
When there are no separation services, altitude is entirely your discretion. In this case, you’ll usually hear, “Maintain VFR. Practice approach approved. No separation services provided.”
Also, keep track of airspace. Talking to ATC for VFR practice approaches meets the requirement for entering Class C airspace, but not Class B or Special Use Airspace. Don’t count on ATC to steer you clear of it.
Reader Question
“Why would the ILS minimums be higher than the LOC minimums on this approach? Thanks! Jon.”
Jeff’s Answer:
It’s impossible to know for certain without seeing the documentation for the approach, but an obstacle close to the airport is the most likely reason. Possibly it’s that tower shown just off the approach end of the runway. I know it seems odd that you’d have to start an ILS missed approach higher than the Localizer-only MDA, but there are two things to consider:
The ILS has a DA, which is the point where you decide to go missed, but the aircraft will take time and distance to change from a descent to a climb. This must be accounted for. A DA of 1482 feet means the aircraft will descend below 1482 feet as it initiates the missed approach. Less power-to-weight and longer spool up time for the engines means a lower descent below DA before climbing again. It’s not uncommon for heavy commercial aircraft with Cat-II, or -III DAs close to the runway to actually touch down momentarily during a missed approach from minimums.
The shape of the protected airspace is different for ILS versus localizer approaches. It’s possible for an obstacle in just the right spot to affect the ILS approach but not the localizer approach.
Tech Question of the Month:
https://media.ifrfocus.com/wp-content/uploads/2025/05/12130244/Copy-of-IFR-focus-better-practice-approaches-2.png10001250Jeff Van Westhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJeff Van West2025-05-16 08:55:272025-06-12 13:02:53Practical IFR: Practice Approaches
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/2025/05/16112628/ask-a-cfi-lost-comms-1.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-05-14 16:50:512025-05-20 21:14:00Ask a CFI: What to Do If You Lose Comms While IFR
Welcome to IFR Focus: Sharpen Your Skills, Master the System
/in News/by Eric RadtkeInstrument flying is demanding. It’s also deeply rewarding—when you’re prepared.
A note from the editor:
That’s why we created IFR Focus—a new destination dedicated entirely to the art and science of flying in the system.
Whether you’re an experienced IFR pilot looking to stay sharp or a student climbing toward that checkride, you’ll find practical content here to help you fly safer, smoother, and smarter. We’re talking:
Jeff Van West brings you Practical IFR.
At the heart of each monthly email is Practical IFR, an in-depth feature written by noted instructor and aviation writer Jeff Van West. Think of it as a cross between a blog and a deep-dive article, tackling real IFR questions and offering actionable tips you can apply to your next flight.
These are the kinds of real-world scenarios Practical IFR explores—with written analysis, a related video tip, and a quiz question to round it out.
No spam. No fluff. Just focused IFR training you can use.
IFR Focus—a new destination dedicated entirely to the art and science of flying in the system.
We hope you enjoy the site and the newsletter. Your feedback helps us make it better—feel free to reach out anytime at IFRFocus@Sportys.com.
—
Eric Radtke
Editor, IFR Focus
How to set up aircraft equipment codes in aviation apps to file IFR flight plans
/in Technology and Tools/by Bret KoebbeAll VFR and IFR flight plans must be filed using the ICAO form.
Filing a VFR or IFR flight plan today is a breeze when using an aviation app like ForeFlight or Garmin Pilot, since the File function is integrated right into both apps’ standard flight planning features. The one area related to this, which can be slightly confusing though, is entering all the correct aircraft equipment codes when you go to file.
The international (ICAO) flight plan form, which is required to be used for all VFR and IFR flight plans filed in the U.S., requests detailed information about your airplane’s navigation, communication, surveillance (transponder) and survival equipment.
While this may seem intimidating at first, you’ll only need to do it once, thanks to the ability to set up aircraft profiles in each app. After entering all the data once, the profile will automatically be saved, streamlining data entry for future flight plans. Here, we will look at the information needed and some sample airplane configurations to help make this initial setup easier.
Setting up your airplane profile
We will focus on ForeFlight and Garmin Pilot for this ICAO flight plan discussion. While both apps ultimately require the same set of information, some of the equipment requirements are grouped together differently in each program, which can lead to confusion. For that reason, we will help you identify your equipment first, making it easier to enter your specific application.
In Garmin Pilot, head to the main Settings section and choose Aircraft from the options on the left. Just like with ForeFlight, you can either add a new aircraft or modify one of your existing profiles.
The exact layout of each app’s aircraft profile data-entry screen varies a bit, but in the end, they’re all looking for the same information to ensure you meet the ICAO requirements:
ICAO Flight Plan Tips
It doesn’t take long to be overwhelmed by all the information required. Take your time and be thorough with your airplane’s assessment. Garmin Pilot includes helpful tips for each field while filling out the data and a comprehensive filing resource here. ForeFlight offers an ICAO Filing Manual, How-to blog and video to guide you along the way.
Check with your avionics manufacturer for help on specific equipment codes to select.The best advice is if you’re unsure of whether or not you have a piece of navigation equipment on the list, leave it unchecked, as this is what ATC will look at when clearing you for advanced routes and procedures. It’s not the end of the world if you mess this up–it’s more important for high-altitude RVSM aircraft, international flights and when flying to busy airports where RNAV arrivals and approaches are used. If you’re still unsure, check with your avionics manufacturer, as they will be able to help you identify the specific codes for your GPS and transponder configuration.We came across one point of confusion to be aware of: the code B1 is used in two different areas and means 2 completely different things. In the surveillance section, it is used to categorize an ADS-B transponder with dedicated 1090 MHz ADS-B “out” capability. You’ll also see B1 in the PBN section, which is used to identify RNAV 5 capability.
Some of the forms will also ask for your Mode S transponder’s unique Hex Code, which is required if you’re equipped with an ADS-B out transponder. You can look up your code using your airplane’s N# on the FAA registry site.
Finally, we’ll point out that you only should identify certified, panel-mount ADS-B in/out equipment in the Surveillance section, and not portables. While there are equipment codes for ADS-B in capabilities, portable receivers like Sentry and Garmin GDL-50 should not be included here.
Sample aircraft:
Putting this all together, here are some example configurations and respective equipment codes:
Cessna 172 Dual Nav/Com, Bendix/King Mode S transponder, SkyBeacon ADS-B Out
ICAO Equipment: “S” (standard VOR, VHF, ILS)
ICAO Surveillance: “S” (Mode S Transponder), “U1” (ADS-B, UAT/978 Out)
ICAO PBN: leave this blank, since you’re not RNAV/GPS equipped
Cirrus SR22 Dual Garmin GTN650 Nav/Comm/GPS, Garmin GTX345 Transponder
ICAO Equipment: “S” (standard VOR, VHF, ILS), “Y” (VHF 8.33 kHz spacing), “G” (GNSS), “B” (LPV), “R” (PBN approved)
ICAO Surveillance: “E” (Mode S, ID, Altitude, Extended Squitter), “B2” (ADS-B 1090 MHz Extended Squitter, in and out)
ICAO PBN: A1, B2, C2, D2, L1, O2, S1, S2 (RNAV 10/5/2/1, RNP 4/1/Appch)
Bonanza A36 Garmin G500 TXi, Garmin GTN750 Nav/Comm/GPS, Apprareo Stratus ESG transponder
ICAO Equipment: “S” (standard VOR, VHF, ILS), “Y” (VHF 8.33 kHz spacing), “G” (GNSS), “B” (LPV), “R” (PBN approved)
ICAO Surveillance: ICAO Surveillance: “L” (Mode S Transponder, Enhanced Surveillance, Extended Squitter), “B1” (ADS-B with dedicated 1090 MHz ADS-B “out” capability)
ICAO PBN: A1, B2, C2, D2, L1, O2, S1, S2 (RNAV 10/5/2/1, RNP 4/1/Appch)
So here’s the good news–all the hard work is now behind you. Once your aircraft profile is set up in the app, filing the actual ICAO flight plan before a flight requires just a few taps. In ForeFlight, go to the Flights tab, enter your flight plan data, tap the File button at the bottom of the screen, and verify that ICAO is listed as the flight plan type at the top. You’ll want to update the emergency equipment as required, and tap file.
The flight planning process from Garmin is accomplished in the Trip Planning section of the app, and you’ll use the File button at the top right of the screen after all the flight details are entered.
More Information
Here are few videos from ForeFlight and Garmin with additional instructions on filing with the ICAO flight plan form:
Sporty’s Instrument Rating Course: New AI Tools & 2025 Course Updates
/in IFR Training, Technology and Tools/by Eric RadtkePilot Training offers pilots the ultimate flexibility in training, providing access to all of Sporty’s aviation courses on dedicated iPhone and iPad apps, Mac app, an Android app, online and on the TV, using the included apps for AppleTV, FireTV, AndroidTV, Roku and Chromecast.
The latest update delivers major learning content updates for Sporty’s 2025 Instrument Rating Course.
New and Revolutionary Training Tools
AI: Aviation Intelligence℠
Sporty’s new AI (Aviation Intelligence) features make the learning experience fun and more productive. Start a session with ChatDPE℠, our virtual pilot examiner, for interactive study sessions that simulate the experience of the oral exam portion of a Instrument Rating practical test. You’ll be asked ten questions across all sections of the ACS, and your answers will be instantly critiqued for accuracy. If your answer is wrong or incomplete, you’ll learn more about the topic and be provided with feedback on how to better answer the question.
Pair this with our other new AI tool: ChatFAR℠. The Federal Aviation Regulations are complex by design, making them challenging for pilots to navigate, but ChatFAR removes those barriers with a simple chat interface. Simply enter any question related to private pilot operations or flight training, and our AI legal expert will explain the applicable regulations in plain English.
New Aviation Content
At the heart of Sporty’s Instrument Rating Course is its award-winning 4K video, and the 2025 edition includes major enhancements. A new section on terminal area arrival (TAA) approaches helps instrument pilots understand the nuances of these procedures, allowing pilots to transition from the IFR enroute segment to the approach environment with little interaction required between the pilot and air traffic control. Additionally, Sporty’s instrument learning content has been reorganized to make for a more efficient learning experience.
Interactive Instrument Scenarios
Sporty’s interactive scenarios go beyond video lessons, providing immediate feedback on performance and allowing users to identify areas for improvement. By experiencing real-world challenges through practical exercises, pilots can deepen their understanding in key areas. Interactive scenarios for 2025 include: instrument failures, unusual attitude recovery, METAR and TAF analysis, enroute and approach chart symbology, ILS and back course procedures, holding pattern entry procedures, and approach lighting systems.
New Interactive Pilot Scenarios
Interactive scenarios go beyond video lessons, providing immediate feedback on your performance and allowing you to identify areas for improvement. By incorporating real-world challenges and practical exercises, you can deepen your understanding and sharpen your skills in key areas. New interactive scenarios for 2025 include: METAR interpretation, TAF analysis, weight and balance scenarios, takeoff distance calculations, and landing distance examples.
Extensive Test Prep Updates
The FAA continually updates the Instrument Knowledge Test with new questions and topics. Accordingly, Sporty’s has added more than 50 new questions that reflect the latest changes for 2025. Test prep updates are designed to ensure instrument pilots are proficient and fully prepared for the actual test, with no wasted effort studying outdated questions.
Plus, the unique SmartNotes feature is now smarter for 2025. This always-on tool helps you organize your key takeaways and is easily accessible no matter where you are in the course. The latest update automatically adds a link to the current test prep question you’re viewing when adding a note, allowing you to quickly jump back to it for review later from your SmartNotes. This also works for video, allowing you to jot down key points from a video lesson with an automatically generated link to return to that lesson later.
Pilot-Friendly Features That Haven’t Changed
Free Lifetime Updates
The best part about all these new features is that they’re included free with your one-time purchase of Sporty’s course. As always, there are no subscription or upgrade fees. Just log into your course and start learning—you’ll see new content automatically.
Instant Written Test Endorsement
Sporty’s offers complete preparation for the FAA Knowledge Test. Once you’ve passed two practice tests in the course, you’ll get the flight instructor sign-off that can be presented to the testing center. You can even log this endorsement in your ForeFlight digital logbook.
Guaranteed to pass all three tests
Sporty’s Courses are more than just written test prep. You’ll be prepared for the knowledge, oral, and flight tests. In fact, if you don’t pass all three, you’re eligible for a refund.
Available on all your devices
Sporty’s courses are available almost anywhere. Use the dedicated mobile apps for iPad, iPhone, Android, Apple TV, Roku, Amazon Fire TV, and Android TV, which allow you to download videos for offline viewing. Progress automatically syncs between all formats so you can start a study session on your phone and finish on your laptop without missing a beat.
How to get the courses
You can purchase access to any of the 30 aviation training courses at Sportys.com, including the Instrument Rating Course. You’ll gain instant access to all the course platforms for one price. If you’ve already purchased one of these courses (both courses include lifetime updates), you just need to download the mobile app and sign in with your username/password or log in to Sporty’s Online Course Portal.
Sporty’s also offers access to ALL its courses through the Pilot Training+ Membership program. After purchasing a monthly or annual subscription, you’ll have unlimited access to all the aviation courses Sporty’s offers, in addition to other benefits like free shipping and access to flight training scholarships.
iPhone/iPad – download the free app here
Android – download the free app here
Apple Computer – download the free app here
AppleTV – go to the App Store on AppleTV (4th Gen or newer) and search for Pilot Training
FireTV – search for Sporty’s Pilot Training to download the app (preview the app here)
AndroidTV – search for Sporty’s Pilot Training to download the app (preview the app here)
RokuTV App – search for the Sporty’s Pilot Training Channel on your Roku device
Online – visit Sporty’s Course Catalog and purchase direct access to any course
Browse our Free Scholarship Directory
/in Resources/by IFR Focus TeamView our scholarship directory
It’s no secret that pilot training requires a significant investment, but thankfully there are resources to help. Sporty’s Flight Training Central has compiled a list of those resources that contain hundreds of awards worth millions of dollars that can be applied to various phases of pilot training. Please check carefully for eligibility and deadlines and remember these important tips:
View the directory here.
Practical IFR: Practice Approaches
/in Practical IFR/by Jeff Van WestIt’s easy to get in a rut practicing approaches around your home ‘drome. You know the airports; you know the frequencies; you fly with the same buddy before stopping at the same airport diner for the same pastrami on rye.
It’s easy to get in a rut practicing approaches around your home ‘drome.
Or, maybe you don’t even practice approaches enough to have a “same.” Don’t feel bad; you’re not alone.
For many pilots, serious IFR happens more in practice than travel. So, amp up your practice—and make it more appealing to do on a regular basis. (Set aside the simulator discussion for now. Let’s just talk about real-world aircraft.)
The two best things you can do are making practice a habit and upping the stakes. The first part is pretty simple: Set a recurring day, say the second Saturday of each month, when you and a friend or two go bore holes in the IFR system for practice. Three people are better because two get to watch while one flies, and there’s still a party if one of the gang must take a day off.
Upping the ante on the experience can happen in many ways. Here are a few suggestions:
* Have a focus. Each time you fly, have one thing that’s the core practice for the day. Maybe today it’s partial-panel approaches with an ILS or LPV. That’s all you do. You get to focus on exactly that skill and dial it in. Stick with items that make sense in the real world. If you were really partial-panel, you’d almost certainly find an ILS or LPV, so practicing partial panel without vertical guidance isn’t realistic—unless when you lose your PFD you have no vertical guidance. In that case, partial panel and non-precision would be a great thing to practice.
* Request the option. Rather than ending every flight with a missed approach, let your safety pilot make the call just as you reach minimums or a reasonable visual descent point. You’ll be ready for either. Also, having an option to land might force you to fly a more difficult approach for the runway in use, or fly to circling minimums and circle to the landing runway. Circling is a great skill even if you’d only use it with high ceilings and in daylight. Circle no lower than pattern altitude if you want, but practice maneuvering to land somewhere other than straight-in.
* Remove one thing. This could be a focus topic or something your safety pilot tosses in at random. Just lose one of the tools at your disposal and see what it does to your process. It could be the iPad, your second radio, electric trim, the MFD, flaps, etc. Remove just one thing, however. A variant on this is losing one part of the approach system at the last minute: no glideslope, no GPS position, only an approach with a tailwind available. The key is you don’t know what, or when, until it happens. Your flying buddy(ies) get to surprise you with that one.
* Place a bet. Want to really make practice count? Rate the approaches and have the loser buy lunch. Or the avgas. Believe me, you’ll try harder. The safety pilot must watch for traffic, but if he also has an iPad or tablet, have him grab screenshots for proof. Ideally, the screenshot would show speed and altitude as well as position. ForeFlight, CloudAhoy, or Flysto recordings are great tools for this.
* Debrief. I’m as guilty of not debriefing my own practice as anyone else, even though the instructor in me knows the debrief is as important as the flight itself. Take notes on the other pilot’s flight and have that pilot take notes for you. Use those screenshots as you discuss what happened while you enjoy that lunch. Or beer if the airplane is tied down for the night.
The pilot flying does all the communicating with ATC, except for special requests and traffic calls. A good safety pilot can think ahead and ask for things like alternate missed approach instructions that get you going in the best direction for the next approach … or ask ATC for an impromptu hold to let you catch your breath if things start to fall apart.
Having the right safety pilot is key. You want someone who’s not only legal but knows your airplane and your avionics well enough to give feedback on how you did. If you’re swapping approaches, knowing the equipment is required. It’s helpful to have the safety pilot plan ahead for your next approach request. You also want someone you get along with—and won’t gloat too much when you have to pick up the tab.
Watch ThisVideo:
Practice Approaches and Downgrading GPS Quality
Closer Look: Practicing in VFR Conditions
When not restricted by ATC, altitude is your discretion.
Practice approaches in clear air are the common fare, and the only option in the icing months. This means you can practice without even filing IFR—which is a real boon if your currency has expired. However, VFR practice puts you into a nebulous region where you get some of the ATC services, but not all of them.
The big divide concerns separation services. When these services are provided, you’ll get an altitude to maintain when on an ATC vector. Clearance for the approach means you’re still getting separation from IFR aircraft. When not restricted by ATC, altitude is your discretion. That can confuse pilots when they’re direct to a fix, expecting to get a lower altitude and it never comes. If in doubt, just ask.
When there are no separation services, altitude is entirely your discretion. In this case, you’ll usually hear, “Maintain VFR. Practice approach approved. No separation services provided.”
Also, keep track of airspace. Talking to ATC for VFR practice approaches meets the requirement for entering Class C airspace, but not Class B or Special Use Airspace. Don’t count on ATC to steer you clear of it.
Reader Question
“Why would the ILS minimums be higher than the LOC minimums on this approach? Thanks! Jon.”
Jeff’s Answer:
It’s impossible to know for certain without seeing the documentation for the approach, but an obstacle close to the airport is the most likely reason. Possibly it’s that tower shown just off the approach end of the runway. I know it seems odd that you’d have to start an ILS missed approach higher than the Localizer-only MDA, but there are two things to consider:
Tech Question of the Month:
Ask a CFI: What to Do If You Lose Comms While IFR
/in Ask a CFI/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.