Welcome to the latest edition of the Instrument Maneuver Spotlight series. In each installment, we focus on a specific maneuver you’ll practice during instrument training—and one you’ll be expected to demonstrate confidently on your checkride.
Few instrument maneuvers require a smoother transition from procedures to judgment than the circling approach. In this spotlight, we’ll break down how to fly a circling approach safely and within standards—maintaining the correct circling altitude, managing wind and aircraft positioning, staying within protected airspace, and knowing exactly when it’s appropriate to leave MDA and descend for landing.
Each maneuver is part of Sporty’s Instrument Rating Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
A departure alternate is an airport and approach you’ll fly if trouble finds you seconds after you enter the clouds.
Maybe it’s just that I don’t like to think on the fly, but I’m a huge fan of pre-loaded decisions. One of these is the departure alternate for IFR.
A departure alternate is an airport and approach you’ll fly if trouble finds you seconds after you enter the clouds. These are required for many commercial operations if the conditions make an IFR return to the departure airport unlikely or impossible. They’re not required for GA, but you should consider making them part of your standard IFR planning whenever ceilings preclude a VFR return.
Returning to your departure field isn’t always the fastest option, even if an approach to that airport is an option. Once you’re in the clouds, you’ll need an instrument approach or vectors below the clouds to land. Returning to your departure might require overflying before a second-course reversal to start heading back down. That’s a long time with a problem aircraft. Because airports are often aligned on similar headings in a given area, it may be fastest to continue flying straight ahead and join the final approach course for an airport ahead of you rather than do an about-face.
If it’s a toss-up, consider which airport has the better maintenance services, fire, and rescue, or simplest, surest instrument approach. That’s your departure alternate. If the best choice is an instrument return, great. You just left there so you’ll have most of the frequencies ready to go.
No matter what, it’s best to have that airport selected and the approach you’ll want, ready and briefed. Load the navaid frequencies and the approach directly into your navigator if you can. You’re flying a departure, so the approach part of your flight plan is probably free. You can delete it at your leisure when you’re enroute with everything humming nicely. If nothing else, you can probably set up an ILS frequency into your navigator when you’re using GPS for navigation on departure.
It’s important to know what constitutes a VFR return for your area. Just because the airport is reporting ceilings of 1200 AGL doesn’t mean ATC can let you back down to 1200 if you have an issue. You might still need an instrument approach.
So consider the minimum vectoring altitude (MVA) for your area. If you don’t know it, ask the tower or an Approach controller before you depart. If ceilings are above MVA, you can get vectored down below the clouds from wherever you are when Murphy strikes and then get lined up for a visual landing at the airport. If not, expect an instrument approach and make a departure alternate plan.
Zero-Zero Departure
Take this thinking to its extreme and you’ve got the proverbial zero-zero departure. True “zero vis” is probably taking things too far because you can’t even see the runway well enough for a takeoff roll. But let’s consider going IMC immediately on rotation: insane or reasonable?
Transitioning to instruments prior to entering the clouds is a healthy habit, so for a near zero-zero takeoff, that means looking down at the AI while still on the ground and then pitching for a climb. The action isn’t that different from a normal takeoff with an airport near minimums, and once you’re 200 feet above the ground, it’s essentially the same as a go-around from minimums—except you’re already configured for the climb with a plan as to where you’re going. We don’t usually consider the go-around from minimums insanely risky, so why the below-minimums departure?
I think it’s more perceived risk than actual risk. My stand is that so long as you have a departure plan covering the fact that you can’t come back, this kind of departure is no more—or less—risky than any flight profile in low IFR.
Quick Poll
https://media.ifrfocus.com/wp-content/uploads/2025/11/28130137/departure-alternates-1.png10001250Jeff Van Westhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJeff Van West2025-12-16 08:55:412025-12-17 17:08:15Practical IFR: Departure Alternates
Smart IFR flying starts with strong weather awareness. Take the quiz to see how you measure up.
The Low-Level Significant Weather Prognostic Chart depicts weather conditions
Correct!Wrong!
If a cold front advances over a mountainous area, what weather phenomenon would you expect to encounter?
Correct!Wrong!
Pilots on IFR flights seeking ATC in flight weather avoidance assistance should keep in mind that
Correct!Wrong!
Fair weather cumulus clouds often indicate
Correct!Wrong!
As a first step in planning an instrument cross-country in actual IFR conditions, you should:
Correct!Wrong!
A pilot planning to depart at 1100Z on an IFR flight is particularly concerned about the hazard of icing. What sources reflect the most accurate information on icing conditions (current and forecast) at the time of departure?
Correct!Wrong!
What type of weather conditions would you expect to encounter if you are advised that nimbostratus clouds will be present along your route of flight?
Correct!Wrong!
Which weather condition can be expected when moist air flows from a relatively warm surface to a colder surface?
Correct!Wrong!
The 24-Hour Low-Level Significant Weather Prog at 18Z indicates that the eastern half of Wisconsin will likely experience:
Correct!Wrong!
What type of weather can be expected in the red scalloped area near area 9?
If you’re anything like me, the holidays are basically the last window to get some flying in before winter shows up and icing becomes a constant headache. A lucky few out there have aircraft certified for flight into known icing…but for most of us, that’s not the case. Instead of boots or TKS doing the heavy lifting, we end up relying on smart weather planning and a solid understanding of where the trouble spots are.
Instead of boots or TKS doing the heavy lifting, most of us rely on smart weather planning to avoid the winter weather hazards.
If you’re trying to squeeze in as much flying as you can this winter, there are a few things worth keeping in mind that can help keep you—and the people you care about—safe. One of my go-to tools this time of year is the Prog Chart section under Imagery in ForeFlight. The 6-, 12-, 18-, 24-, 36-, 48-, and 60-hour charts are especially helpful. Once you get used to reading them, they give you a sneak peek at how the big weather systems are lining up long before you see anything on radar.
I’m also a big fan of keeping things simple. The KISS principle works wonders in winter flying: stick close to high-pressure systems whenever you can. Sure, you may still deal with some high winds or wind shear depending on what fronts are around, but those are much easier to accurately measure and use for a go/no-go decision based on your personal mins.
Now, if you live or fly in an area that gets cold, low clouds once winter hits, here’s a big tip: do your best to avoid frontal systems, especially warm fronts and occluded fronts. They’re the icing all-stars—and not in a good way.
Here’s a quick, plain-English breakdown of what to watch for:
1. Warm Fronts: The Kings of Widespread Icing
Warm fronts are hands-down the biggest troublemakers when it comes to winter icing.
Why they’re bad:
Warm air slides over cold air and creates a nice, deep, soggy layer.
You get multiple cloud decks, all sitting in prime icing temps.
Icing can start 100 miles or more ahead of where the front actually is.
Freezing rain, drizzle, supercooled liquid droplets (SLD)—basically all the stuff we don’t want.
2. Occluded Fronts: The Deep, Layered Icing Machines
Occlusions basically mash together the worst parts of warm and cold fronts, and the result is a monster icing setup.
Why they’re bad:
You get warm-front overrunning and cold-front lift at the same time.
Cloud layers and precipitation can stack up 20,000 feet deep.
Icing usually spans a huge altitude range, making climb/descend options limited.
3. Cold Fronts: Short-Lived but Sneaky
Cold fronts aren’t as widespread as the other two, but don’t underestimate them.
Why they’re bad:
Strong lift can build clear ice in a hurry.
They move fast, so you can get caught between layers during climb or descent.
After the front passes, that “leftover” stratocumulus can hold supercooled droplets.
If you plan on flying as we continue into winter, be careful out there, monitor the ceilings and freezing levels, and stay ahead of problems by diving into those Prog Charts. Fly safe, and happy holidays!
https://media.ifrfocus.com/wp-content/uploads/2025/12/01122417/Fronts-Freezing-Levels-and-Staying-Out-of-Trouble-This-Winter.png10001250James Oniealhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngJames Onieal2025-12-09 08:55:272025-12-01 12:25:38Fronts, Freezing Levels, and Staying Out of Trouble This Winter
In this IFR Focus video tip, we break down the major types of ice protection found on general aviation aircraft—from classic pneumatic boots to thermal systems and weeping wings—and explain the critical distinction between anti-ice and deice. Just as important, we look at what it actually means for an airplane to be approved for flight in known icing conditions, why equipment alone doesn’t guarantee certification, and why every pilot should think of these systems as an exit strategy, not a license to linger.
Winter brings some of the most challenging — and rewarding — IFR flying of the year. Cold, dense air offers excellent aircraft performance and exceptional climb rates, and many days feature crystal-clear ceilings above a thin cloud layer. But the season also introduces hazards that demand a more disciplined approach: icing, contaminated runways, and unpredictable low-level weather.
For instrument pilots and those training to become one, winter is an ideal time to sharpen decision-making skills and build deeper weather insight. Here are key considerations as the cold season arrives.
Carry Real Winter Gear — No Exceptions
It’s easy to feel comfortable in a heated cabin, even when the temperature outside is below freezing. But an IFR diversion, precautionary landing, or mechanical issue can quickly turn into a survival situation if you’re not prepared.
Dress for the weather outside, not the weather inside your cozy airplane. Bring layers, gloves, hats, and the most important tool of all: a fully charged cell phone or satellite communicator. These items aren’t just smart — they’re essential risk-mitigation tools when operating in remote or rural areas during winter.
Expect Frost…Even After a Short Stop
Frost isn’t just a sunrise or overnight problem. On cold, clear mornings, it can easily form on a cold-soaked airplane in the time it takes to grab a cup of coffee at the FBO.
A 30–60 minute ground stop can leave you with a fresh layer of frost on the wings or tail—enough to delay an IFR departure or tempt you into cutting corners. Make frost checks part of every winter postflight and preflight, not just the first flight of the day.
Know the Runway Condition Assessment Matrix (RCAM)
Contaminated surfaces are a fact of life in winter. Slush, compacted snow, or thin ice can all show up in NOTAMs and ATIS reports and directly affect your takeoff and landing performance.
Understanding Condition Codes (0–6) is essential:
6: Dry runway
5–3: Wet, loose snow, slush
2–0: Ice, packed snow, or severe contamination
These numbers influence braking, stopping distance, and crosswind limits. When used properly, RCAM allows pilots to determine whether runway conditions are suitable for both the departure and a potential return—an especially important consideration when launching into IMC.
After a storm passes and the runway is mostly cleared, consider practicing soft-field takeoffs, speed discipline on final, and slow-speed taxi technique with your instructor. These skills translate directly to safer winter IFR operations.
Review Cold-Weather Procedures and Limitations
Cold weather amplifies the importance of the POH. Items that feel academic in July become operationally essential in January:
Battery capacity and starter duty-cycle limits
Minimum oil temperature for run-up
Cold-weather starting guidance
Emergency procedures related to engine fires during start
Make it a habit each fall to review the cold-weather sections for every airplane you fly. This is one of the simplest ways to avoid costly mechanical issues or morning delays.
Respect Engine and Avionics Limitations
Sudden power changes on a cold engine can cause more wear than many pilots realize. Below about 20°F, be gentle: avoid repeated touch-and-goes, aggressive throttle movements, or rapid-cycling training maneuvers until temperatures stabilize.
Also be aware that cold-soaked avionics — especially older AHRS or magnetometer-based systems — may take longer to initialize or calibrate. Plan your IFR clearance and run-up timing accordingly so you’re not rushed during one of the highest-workload phases of flight.
Call Ahead for Airport Services
Don’t assume an FBO has preheat capability, deicing fluid, or hangar space just because the airport is large or towered. Winter often stretches staffing and resources thin.
A quick phone call before your IFR cross-country can prevent a lengthy hold on the ground or an unplanned diversion due to unavailable services. This habit pays dividends all winter long.
PIREPs Are Valuable—Especially in Winter
No forecast product matches the reliability of pilot reports during winter operations. PIREPs provide:
Actual cloud bases and tops
Temperature inversions
Turbulence layers
Most importantly: icing conditions
As an IFR pilot, you should be both a consumer and a producer of PIREPs. Don’t wait for negative experiences—“light rime,” “tops 7,500,” or “no icing in descent” are incredibly useful to pilots planning altitudes or approaches behind you. The system only works when pilots contribute.
The Winter Weather Mindset
Winter IFR flying is a phenomenal opportunity for growth—perhaps more than any other season. The challenges are real, but so are the rewards: improved weather knowledge, refined procedural discipline, and the confidence that comes from managing complex conditions safely.
Approach winter with respect, preparation, and curiosity, and you’ll emerge a stronger, more capable instrument pilot on the other side of the season.
Instrument Maneuver Spotlight: Circling Approach Procedure
/by IFR Focus TeamWelcome to the latest edition of the Instrument Maneuver Spotlight series. In each installment, we focus on a specific maneuver you’ll practice during instrument training—and one you’ll be expected to demonstrate confidently on your checkride.
Few instrument maneuvers require a smoother transition from procedures to judgment than the circling approach. In this spotlight, we’ll break down how to fly a circling approach safely and within standards—maintaining the correct circling altitude, managing wind and aircraft positioning, staying within protected airspace, and knowing exactly when it’s appropriate to leave MDA and descend for landing.
Each maneuver is part of Sporty’s Instrument Rating Course and includes a narrated video animation, along with step-by-step instructions that include performance standards and common errors. Study them while on the ground or print them for quick reference in the airplane.
Practical IFR: Departure Alternates
/by Jeff Van WestA departure alternate is an airport and approach you’ll fly if trouble finds you seconds after you enter the clouds.
Maybe it’s just that I don’t like to think on the fly, but I’m a huge fan of pre-loaded decisions. One of these is the departure alternate for IFR.
A departure alternate is an airport and approach you’ll fly if trouble finds you seconds after you enter the clouds. These are required for many commercial operations if the conditions make an IFR return to the departure airport unlikely or impossible. They’re not required for GA, but you should consider making them part of your standard IFR planning whenever ceilings preclude a VFR return.
Returning to your departure field isn’t always the fastest option, even if an approach to that airport is an option. Once you’re in the clouds, you’ll need an instrument approach or vectors below the clouds to land. Returning to your departure might require overflying before a second-course reversal to start heading back down. That’s a long time with a problem aircraft. Because airports are often aligned on similar headings in a given area, it may be fastest to continue flying straight ahead and join the final approach course for an airport ahead of you rather than do an about-face.
If it’s a toss-up, consider which airport has the better maintenance services, fire, and rescue, or simplest, surest instrument approach. That’s your departure alternate. If the best choice is an instrument return, great. You just left there so you’ll have most of the frequencies ready to go.
No matter what, it’s best to have that airport selected and the approach you’ll want, ready and briefed. Load the navaid frequencies and the approach directly into your navigator if you can. You’re flying a departure, so the approach part of your flight plan is probably free. You can delete it at your leisure when you’re enroute with everything humming nicely. If nothing else, you can probably set up an ILS frequency into your navigator when you’re using GPS for navigation on departure.
It’s important to know what constitutes a VFR return for your area. Just because the airport is reporting ceilings of 1200 AGL doesn’t mean ATC can let you back down to 1200 if you have an issue. You might still need an instrument approach.
So consider the minimum vectoring altitude (MVA) for your area. If you don’t know it, ask the tower or an Approach controller before you depart. If ceilings are above MVA, you can get vectored down below the clouds from wherever you are when Murphy strikes and then get lined up for a visual landing at the airport. If not, expect an instrument approach and make a departure alternate plan.
Zero-Zero Departure
Take this thinking to its extreme and you’ve got the proverbial zero-zero departure. True “zero vis” is probably taking things too far because you can’t even see the runway well enough for a takeoff roll. But let’s consider going IMC immediately on rotation: insane or reasonable?
Transitioning to instruments prior to entering the clouds is a healthy habit, so for a near zero-zero takeoff, that means looking down at the AI while still on the ground and then pitching for a climb. The action isn’t that different from a normal takeoff with an airport near minimums, and once you’re 200 feet above the ground, it’s essentially the same as a go-around from minimums—except you’re already configured for the climb with a plan as to where you’re going. We don’t usually consider the go-around from minimums insanely risky, so why the below-minimums departure?
I think it’s more perceived risk than actual risk. My stand is that so long as you have a departure plan covering the fact that you can’t come back, this kind of departure is no more—or less—risky than any flight profile in low IFR.
Quick Poll
Quiz: IFR Weather Challenge
/by IFR Focus TeamSmart IFR flying starts with strong weather awareness. Take the quiz to see how you measure up.
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Fronts, Freezing Levels, and Staying Out of Trouble This Winter
/by James OniealIf you’re anything like me, the holidays are basically the last window to get some flying in before winter shows up and icing becomes a constant headache. A lucky few out there have aircraft certified for flight into known icing…but for most of us, that’s not the case. Instead of boots or TKS doing the heavy lifting, we end up relying on smart weather planning and a solid understanding of where the trouble spots are.
Instead of boots or TKS doing the heavy lifting, most of us rely on smart weather planning to avoid the winter weather hazards.
If you’re trying to squeeze in as much flying as you can this winter, there are a few things worth keeping in mind that can help keep you—and the people you care about—safe. One of my go-to tools this time of year is the Prog Chart section under Imagery in ForeFlight. The 6-, 12-, 18-, 24-, 36-, 48-, and 60-hour charts are especially helpful. Once you get used to reading them, they give you a sneak peek at how the big weather systems are lining up long before you see anything on radar.
I’m also a big fan of keeping things simple. The KISS principle works wonders in winter flying: stick close to high-pressure systems whenever you can. Sure, you may still deal with some high winds or wind shear depending on what fronts are around, but those are much easier to accurately measure and use for a go/no-go decision based on your personal mins.
Now, if you live or fly in an area that gets cold, low clouds once winter hits, here’s a big tip: do your best to avoid frontal systems, especially warm fronts and occluded fronts. They’re the icing all-stars—and not in a good way.
Here’s a quick, plain-English breakdown of what to watch for:
1. Warm Fronts: The Kings of Widespread Icing
Warm fronts are hands-down the biggest troublemakers when it comes to winter icing.
Why they’re bad:
Warm air slides over cold air and creates a nice, deep, soggy layer.
You get multiple cloud decks, all sitting in prime icing temps.
Icing can start 100 miles or more ahead of where the front actually is.
Freezing rain, drizzle, supercooled liquid droplets (SLD)—basically all the stuff we don’t want.
2. Occluded Fronts: The Deep, Layered Icing Machines
Occlusions basically mash together the worst parts of warm and cold fronts, and the result is a monster icing setup.
Why they’re bad:
You get warm-front overrunning and cold-front lift at the same time.
Cloud layers and precipitation can stack up 20,000 feet deep.
Icing usually spans a huge altitude range, making climb/descend options limited.
3. Cold Fronts: Short-Lived but Sneaky
Cold fronts aren’t as widespread as the other two, but don’t underestimate them.
Why they’re bad:
Strong lift can build clear ice in a hurry.
They move fast, so you can get caught between layers during climb or descent.
After the front passes, that “leftover” stratocumulus can hold supercooled droplets.
If you plan on flying as we continue into winter, be careful out there, monitor the ceilings and freezing levels, and stay ahead of problems by diving into those Prog Charts. Fly safe, and happy holidays!
Video Tip: Understanding Ice Protection Systems
/by IFR Focus TeamIn this IFR Focus video tip, we break down the major types of ice protection found on general aviation aircraft—from classic pneumatic boots to thermal systems and weeping wings—and explain the critical distinction between anti-ice and deice. Just as important, we look at what it actually means for an airplane to be approved for flight in known icing conditions, why equipment alone doesn’t guarantee certification, and why every pilot should think of these systems as an exit strategy, not a license to linger.
Winter IFR: Practical Strategies for Cold-Weather Flying
/by Eric RadtkeWinter brings some of the most challenging — and rewarding — IFR flying of the year. Cold, dense air offers excellent aircraft performance and exceptional climb rates, and many days feature crystal-clear ceilings above a thin cloud layer. But the season also introduces hazards that demand a more disciplined approach: icing, contaminated runways, and unpredictable low-level weather.
For instrument pilots and those training to become one, winter is an ideal time to sharpen decision-making skills and build deeper weather insight. Here are key considerations as the cold season arrives.
Carry Real Winter Gear — No Exceptions
It’s easy to feel comfortable in a heated cabin, even when the temperature outside is below freezing. But an IFR diversion, precautionary landing, or mechanical issue can quickly turn into a survival situation if you’re not prepared.
Dress for the weather outside, not the weather inside your cozy airplane. Bring layers, gloves, hats, and the most important tool of all: a fully charged cell phone or satellite communicator. These items aren’t just smart — they’re essential risk-mitigation tools when operating in remote or rural areas during winter.
Expect Frost…Even After a Short Stop
Frost isn’t just a sunrise or overnight problem. On cold, clear mornings, it can easily form on a cold-soaked airplane in the time it takes to grab a cup of coffee at the FBO.
A 30–60 minute ground stop can leave you with a fresh layer of frost on the wings or tail—enough to delay an IFR departure or tempt you into cutting corners. Make frost checks part of every winter postflight and preflight, not just the first flight of the day.
Know the Runway Condition Assessment Matrix (RCAM)
Contaminated surfaces are a fact of life in winter. Slush, compacted snow, or thin ice can all show up in NOTAMs and ATIS reports and directly affect your takeoff and landing performance.
Understanding Condition Codes (0–6) is essential:
6: Dry runway
5–3: Wet, loose snow, slush
2–0: Ice, packed snow, or severe contamination
These numbers influence braking, stopping distance, and crosswind limits. When used properly, RCAM allows pilots to determine whether runway conditions are suitable for both the departure and a potential return—an especially important consideration when launching into IMC.
After a storm passes and the runway is mostly cleared, consider practicing soft-field takeoffs, speed discipline on final, and slow-speed taxi technique with your instructor. These skills translate directly to safer winter IFR operations.
Review Cold-Weather Procedures and Limitations
Cold weather amplifies the importance of the POH. Items that feel academic in July become operationally essential in January:
Battery capacity and starter duty-cycle limits
Minimum oil temperature for run-up
Cold-weather starting guidance
Emergency procedures related to engine fires during start
Make it a habit each fall to review the cold-weather sections for every airplane you fly. This is one of the simplest ways to avoid costly mechanical issues or morning delays.
Respect Engine and Avionics Limitations
Sudden power changes on a cold engine can cause more wear than many pilots realize. Below about 20°F, be gentle: avoid repeated touch-and-goes, aggressive throttle movements, or rapid-cycling training maneuvers until temperatures stabilize.
Also be aware that cold-soaked avionics — especially older AHRS or magnetometer-based systems — may take longer to initialize or calibrate. Plan your IFR clearance and run-up timing accordingly so you’re not rushed during one of the highest-workload phases of flight.
Call Ahead for Airport Services
Don’t assume an FBO has preheat capability, deicing fluid, or hangar space just because the airport is large or towered. Winter often stretches staffing and resources thin.
A quick phone call before your IFR cross-country can prevent a lengthy hold on the ground or an unplanned diversion due to unavailable services. This habit pays dividends all winter long.
PIREPs Are Valuable—Especially in Winter
No forecast product matches the reliability of pilot reports during winter operations. PIREPs provide:
Actual cloud bases and tops
Temperature inversions
Turbulence layers
Most importantly: icing conditions
As an IFR pilot, you should be both a consumer and a producer of PIREPs. Don’t wait for negative experiences—“light rime,” “tops 7,500,” or “no icing in descent” are incredibly useful to pilots planning altitudes or approaches behind you. The system only works when pilots contribute.
The Winter Weather Mindset
Winter IFR flying is a phenomenal opportunity for growth—perhaps more than any other season. The challenges are real, but so are the rewards: improved weather knowledge, refined procedural discipline, and the confidence that comes from managing complex conditions safely.
Approach winter with respect, preparation, and curiosity, and you’ll emerge a stronger, more capable instrument pilot on the other side of the season.