Blog Elements : IFR Focus

Modern IFR panels are incredibly capable, but they’re still computers—and sometimes they glitch at the worst possible moment. When automation stumbles in IMC or during a high-workload phase, I fall back on a simple sequence: stabilize, simplify, and strategize. First, I make sure the airplane is under control—pitch, power, trim, or a healthy autopilot if it’s available. A stable airplane buys the time needed to think clearly.

Next, I sort out what still works. One component may hiccup while the rest of the panel is fine, so I shift my scan to the instruments and sources I can trust. I’m not trying to fix anything immediately—just separating good data from bad so I can operate confidently for the next minute or two.

Only then do I bring ATC into the loop. A simple request for vectors or a level-off is usually all it takes to create breathing room. I had this happen recently on departure when the FMS suddenly believed we were somewhere we definitely weren’t. Navigation was not possible instantly. We leveled off, stabilized the airplane, and explained the issue to ATC. They were more than willing to give us vectors while we reset the system and eventually continued on our way.

The lesson is straightforward: keep the airplane steady, identify reliable instruments, and don’t hesitate to ask ATC for help early. Time and space are often the best backups you have when the glass starts acting up.

Student pilots learn, by rote, the visibility differences between controlled and uncontrolled airspace—and then completely forget about it. It makes little practical difference to most pilots who spend almost all their time in controlled airspace (remember, Class “E” stands for “everywhere.”), even though most of that time isn’t under ATC control.

The concept makes much more sense when we learn IFR: ATC can issue instructions in controlled airspace … and then we learn it’s not that simple. ATC can’t issue instructions below certain altitudes in certain places and with certain equipment not functioning. Some airspace is surveyed for unyielding, aircraft-eating objects and some is not.

This all begins to matter when IFR travel takes you to VFR airports beyond the loving embrace of the surveyed and controlled. An IFR Focus reader posed a great question on this subject that seemed worthy of this article.

The gist of the question was this: Departing an airport without an ODP and then planning a direct flight off the victor airways, how do you plan the departure and climb? Specifically, how do you know how fast you need to climb to reach a safe altitude, such as the Off-Route Obstruction Clearance Altitudes (OROCAs) shown on IFR charts? If you’re passing from an area of a lower OROCA to a higher one, when do you need to start to climb?

This is really a two-part issue, so let’s start with a truly VFR airport that has no instrument approach, and therefore hasn’t been surveyed and has no ODP even if it’s surrounded by mountains. Here you’re really on your own to climb obstacle free until reaching a safe instrument altitude. That could be an OROCA, or it could be an altitude you determine by reviewing the sectional chart and any other obstacle data.

The preferred method is climbing in VMC, but it’s usually possible to get a clearance to climb in IMC. The clearance will probably come only after confirming you can, “maintain your own obstacle clearance.” It will often contain a line, “… upon reaching controlled airspace …” or “… upon reaching X altitude …” It’s important to understand that’s not a vector; it’s a clearance. ATC is not assuming responsibility for terrain and obstacle avoidance once you reach that “upon.” Even “radar contact” does not shift responsibility to ATC. It’s still, technically, your burden unless you get a vector.

If there’s an instrument approach to the airport you’re departing, it has been surveyed for departures. If there’s an ODP, that cams as a result of that survey and it’s in the interest of your life expectancy to follow it. If there is an instrument approach to the airport and there’s no ODP, then it qualifies for a diverse departure. Unless it says otherwise in the same section you find the ODPs, the diverse departure allows for a 200-foot-per-nm climb in any direction from 400 feet AGL to the enroute structure. It assumes you cross the departure end of the runway at a measly 35 feet AGL.

This cone of safety extends 25 nm in non-mountainous areas and 46 nm in mountainous. Even at only 200 feet per mile, 25 miles is already 5000 feet AGL. Make that over 10,000 AGL in the mountains. It’s conceivable that a direct route could have you still climbing below the OROCA, and not inside some MEA, and more than 25 (or 46) miles beyond the airport. But that’s a long climb to not yet be at your cleared altitude and have terrain concerns.

Now, back to you flying level in cruise on your cleared route and off-airway. Off-route cruising requires radar contact (with a few exceptions such as at a MOCA within 22 miles of a VOR, but that’s an aside for this discussion). You must also be above the Minimum Instrument Altitude (MIA) for that area. That would be ATC’s Minimum Vectoring Altitude (MVA) or an MEA, whichever is lower.

This is an obstacle-free altitude by definition. Because of this, ATC will issue a climb if you must reach a higher MIA in your direction of travel, even if you’re off-airway and approaching a higher OROCA. So while you’re technically on the hook for obstacle clearance cruising along off-route, it becomes de facto obstacle clearance from ATC.

Note that your altitude at any point might be well below a published OROCA. You’re always welcome to check with ATC on what the MIA is for your current position, and should be especially aware in your climb to your cleared altitude.

Finding MVAs and MIAs

Most of us except a vector from ATC without a glance to the chart to see if it’s above what we know is a safe altitude. And that’s a fine thing because ATC assumes responsibility for obstacle clearance when we’re on a vector and ATC has access to more information than we do. But where do you find these minimum altitudes for better situational awareness? You can download minimum vectoring altitudes (MVAs) and minimum IFR altidues (MIAs) at FAA.gov. KML file formats are available for overlay on Google Earth or ForeFlight.

Filing for VFR Airports

Because it never comes up in training, many instrument pilots don’t realize they can file IFR to an airport that has no instrument approach at all. Technically, you could even file IFR to a fix or a lat/long if you had a reason. The catch is that ATC can only let you down to their MIA for that location.

If you’re not VFR at that point, you better have an answer for, “Say intentions.” For that reason, you must file an alternate when your destination has no instrument approach, even if the forecast is clear and a million. That alternate doesn’t have to have an instrument approach, however, so long as the forecast allows for a descent to the MIA and landing under VFR.

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Half Sized Blog Element (Multi Author Style)

Ask the IFR Expert: What do I do when the avionics glitch?

Practical IFR: Off-Route Thinking

Ask the IFR Expert: What do I do when the avionics glitch?

Practical IFR: Off-Route Thinking

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Ask the IFR Expert: What do I do when the avionics glitch?

Practical IFR: Off-Route Thinking

Finding MVAs and MIAs

Filing for VFR Airports

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