Introduction
This chapter is a discussion of conducting a flight under
instrument flight rules (IFR). It also explains the sources for
flight planning, the conditions associated with instrument
flight, and the procedures used for each phase of IFR flight:
departure, en route, and approach. The chapter concludes
with an example of an IFR flight that applies many of the
procedures discussed in the chapter.
IFR Flight
Chapter 10
Sources of Flight Planning Information
The following resources are available for a pilot planning a
flight conducted under IFR.
National Aeronautical Navigation Products (AeroNav
Products) Group publications:
• IFR en route charts
• Area charts
• United States Terminal Procedures Publications (TPP)
The Federal Aviation Administration (FAA) publications:
• Aeronautical Information Manual (AIM)
• Airport/Facility Directory (A/FD)
• Notices to Airmen Publication (NTAP) for flight
planning in the National Airspace System (NAS)
Pilots should also consult the Pilot’s Operating Handbook/
Airplane Flight Manual (POH/AFM) for flight planning
information pertinent to the aircraft to be flown.
A review of the contents of all the listed publications helps
determine which material should be referenced for each flight.
As a pilot becomes more familiar with these publications, the
flight planning process becomes quicker and easier.
Aeronautical Information Manual (AIM)
The AIM provides the aviation community with basic
flight information and air traffic control (ATC) procedures
used in the United States NAS. An international version
called the Aeronautical Information Publication contains
parallel information, as well as specific information on the
international airports used by the international community.
Airport/Facility Directory (A/FD)
The A/FD contains information on airports, communications,
and navigation aids (NAVAIDs) pertinent to IFR flight. It
also includes very-high frequency omnidirectional range
(VOR) receiver checkpoints, flight service station (FSS),
weather service telephone numbers, and air route traffic
control center (ARTCC) frequencies. Various special
notices essential to flight are also included, such as land-
and-hold-short operations (LAHSO) data, the civil use of
military fields, continuous power facilities, and special
flight procedures.
In the major terminal and en route environments, preferred
routes have been established to guide pilots in planning their
routes of flight, to minimize route changes, and to aid in the
orderly management of air traffic using the Federal airways.
The A/FD lists both high and low altitude preferred routes.
Notices to Airmen Publication (NTAP)
The NTAP is a publication containing current Notices to
Airmen (NOTAMs) that are essential to the safety of flight,
as well as supplemental data affecting the other operational
publications listed. It also includes current Flight Data Center
(FDC) NOTAMs, which are regulatory in nature, issued to
establish restrictions to flight or to amend charts or published
instrument approach procedures (IAPs).
POH/AFM
The POH/AFM contain operating limitations, performance,
normal and emergency procedures, and a variety of other
operational information for the respective aircraft. Aircraft
manufacturers have done considerable testing to gather and
substantiate the information in the aircraft manual. Pilots should
refer to it for information relevant to a proposed flight.
IFR Flight Plan
As specified in Title 14 of the Code of Federal Regulations
(14 CFR) part 91, no person may operate an aircraft in
controlled airspace under IFR unless that person has filed
an IFR flight plan. Flight plans may be submitted to the
nearest FSS or air traffic control tower (ATCT) either in
person, by telephone (1-800-WX-BRIEF), by computer
(using the direct user access terminal system (DUATS)),
or by radio if no other means are available. Pilots should
file IFR flight plans at least 30 minutes prior to estimated
time of departure to preclude possible delay in receiving a
departure clearance from ATC. The AIM provides guidance
for completing and filing FAA Form 7233-1, Flight Plan.
These forms are available at flight service stations (FSSs)
and are generally found in flight planning rooms at airport
terminal buildings. [Figure 10-1]
Filing in Flight
IFR flight plans may be filed from the air under various
conditions, including:
1. A flight outside controlled airspace before proceeding
into IFR conditions in controlled airspace.
2. A visual flight rules (VFR) flight expecting IFR
weather conditions en route in controlled airspace.
In either of these situations, the flight plan may be filed with
the nearest FSS or directly with the ARTCC. A pilot who
files with the FSS submits the information normally entered
during preflight filing, except for “point of departure,”
together with present position and altitude. FSS then relays
this information to the ARTCC. The ARTCC then clears the
pilot from present position or from a specified navigation fix.
Figure 10-1. Flight plan from. Figure 10-1. Flight plan form.
A pilot who files directly with the ARTCC reports present
position and altitude, and submits only the flight plan
information normally relayed from the FSS to the ARTCC.
Be aware that traffic saturation frequently prevents ARTCC
personnel from accepting flight plans by radio. In such
cases, a pilot is advised to contact the nearest FSS to file
the flight plan.
Cancelling IFR Flight Plans
An IFR flight plan may be cancelled any time a pilot is
operating in VFR conditions outside Class A airspace by
stating “cancel my IFR flight plan” to the controller or air-to-
ground station. After cancelling an IFR flight plan, the pilot
should change to the appropriate air-to-ground frequency,
transponder code as directed, and VFR altitude/flight level.
ATC separation and information services (including radar
services, where applicable) are discontinued when an IFR
flight plan is cancelled. If VFR radar advisory service is
desired, a pilot must specifically request it. Be aware that
other procedures may apply when cancelling an IFR flight
plan within areas such as Class C or Class B airspace.
When operating on an IFR flight plan to an airport with
an operating control tower, a flight plan is cancelled
automatically upon landing. If operating on an IFR flight
plan to an airport without an operating control tower, the
pilot is responsible for cancelling the flight plan. This can
be done by telephone after landing if there is no operating
FSS or other means of direct communications with ATC.
When there is no FSS or air-to-ground communications are
not possible below a certain altitude, a pilot may cancel an
IFR flight plan while still airborne and able to communicate
with ATC by radio. If using this procedure, be certain the
remainder of the flight can be conducted under VFR. It is
essential that IFR flight plans be cancelled expeditiously. This
allows other IFR traffic to utilize the airspace.
Clearances
An ATC clearance allows an aircraft to proceed under
specified traffic conditions within controlled airspace
for the purpose of providing separation between known
aircraft. A major contributor to runway incursions is lack
of communication with ATC and not understanding the
instructions that they give. The primary way the pilot and
ATC communicate is by voice. The safety and efficiency
of taxi operations at airports with operating control towers
depend on this communication loop. ATC uses standard
phraseology and require readbacks and other responses from
the pilot in order to verify that clearances and instructions
are understood. In order to complete the communication
loop, the controllers must also clearly understand the pilot’s
readback and other responses. Pilots can help enhance the
controller’s understanding by responding appropriately and
using standard phraseology. Regulatory requirements, the
AIM, approved flight training programs, and operational
manuals provide information for pilots on standard ATC
phraseology and communications requirements.
Examples
A flight filed for a short distance at a relatively low altitude
in an area of low traffic density might receive a clearance
as follows:
“Cessna 1230 Alpha, cleared to Doeville airport direct,
cruise 5,000.”
The term “cruise” in this clearance means a pilot is authorized
to fly at any altitude from the minimum IFR altitude up to
and including 5,000 feet and may level off at any altitude
within this block of airspace. A climb or descent within the
block may be made at the pilot’s discretion. However, once
a pilot reports leaving an altitude within the block, the pilot
may not return to that altitude without further ATC clearance.
When ATC issues a cruise clearance in conjunction with
an unpublished route, an appropriate crossing altitude is
specified to ensure terrain clearance until the aircraft reaches a
fix, point, or route where the altitude information is available.
The crossing altitude ensures IFR obstruction clearance to
the point at which the aircraft enters a segment of a published
route or IAP.
Once a flight plan is filed, ATC issues the clearance with
appropriate instructions, such as the following:
“Cessna 1230 Alpha is cleared to Skyline airport via
the Crossville 055 radial, Victor 18, maintain 5,000.
Clearance void if not off by 1330.”
Or a more complex clearance, such as:
“Cessna 1230 Alpha is cleared to Wichita Mid-
continent airport via Victor 77, left turn after takeoff,
proceed direct to the Oklahoma City VORTAC.
Hold west on the Oklahoma City 277 radial, climb to
5,000 in holding pattern before proceeding on course.
Maintain 5,000 to CASHION intersection. Climb to
and maintain 7,000. Departure control frequency will
be 121.05, Squawk 0412.”
Clearance delivery may issue the following “abbreviated
clearance” which includes a departure procedure (DP):
“Cessna 1230 Alpha, cleared to La Guardia as filed,
RINGOES 8 departure Phillipsburg transition,
maintain 8,000. Departure control frequency will be
120.4, Squawk 0700.”
This clearance may be readily copied in shorthand as follows:
“CAF RNGO8 PSB M80 DPC 120.4 SQ 0700.”
The information contained in this DP clearance is abbreviated
using clearance shorthand (see appendix 1). The pilot should
know the locations of the specified navigation facilities,
together with the route and point-to-point time, before
accepting the clearance.
The DP enables a pilot to study and understand the details
of a departure before filing an IFR flight plan. It provides
the information necessary to set up communication and
navigation equipment and be ready for departure before
requesting an IFR clearance.
Once the clearance is accepted, a pilot is required to comply
with ATC instructions. A clearance different from that issued
may be requested if the pilot considers another course of
action more practicable or if aircraft equipment limitations
or other considerations make acceptance of the clearance
inadvisable.
A pilot should also request clarification or amendment, as
appropriate, any time a clearance is not fully understood
or considered unacceptable for safety of flight. The pilot
is responsible for requesting an amended clearance if ATC
issues a clearance that would cause a pilot to deviate from
a rule or regulation or would place the aircraft in jeopardy.
Clearance Separations
ATC provides the pilot on an IFR clearance with separation
from other IFR traffic. This separation is provided:
1. Vertically—by assignment of different altitudes.
2. Longitudinally—by controlling time separation
between aircraft on the same course.
3. Laterally—by assignment of different flightpaths.
4. By radar—including all of the above.
ATC does not provide separation for an aircraft operating:
1. Outside controlled airspace.
2. On an IFR clearance:
a) With “VFR-On-Top” authorized instead of a
specific assigned altitude.
b) Specifying climb or descent in “VFR conditions.”
c) At any time in VFR conditions, since uncontrolled
VFR flights may be operating in the same
airspace.
In addition to heading and altitude assignments, ATC
occasionally issues speed adjustments to maintain the
required separations. For example:
“Cessna 30 Alpha, slow to 100 knots.”
A pilot who receives speed adjustments is expected to
maintain that speed plus or minus 10 knots. If for any reason
the pilot is not able to accept a speed restriction, the pilot
should advise ATC.
At times, ATC may also employ visual separation techniques
to keep aircraft safely separated. A pilot who obtains visual
contact with another aircraft may be asked to maintain visual
separation or to follow the aircraft. For example:
“Cessna 30 Alpha, maintain visual separation with
that traffic, climb and maintain 7,000.”
The pilot’s acceptance of instructions to maintain visual
separation or to follow another aircraft is an acknowledgment
that the aircraft is maneuvered as necessary to maintain safe
separation. It is also an acknowledgment that the pilot accepts
the responsibility for wake turbulence avoidance.
In the absence of radar contact, ATC relies on position reports
to assist in maintaining proper separation. Using the data
transmitted by the pilot, the controller follows the progress of
each flight. ATC must correlate the pilots’ reports to provide
separation; therefore, the accuracy of each pilot’s report can
affect the progress and safety of every other aircraft operating
in the area on an IFR flight plan.
Departure Procedures (DPs)
Instrument departure procedures are preplanned IFR
procedures that provide obstruction clearance from the
terminal area to the appropriate en route structure and provide
the pilot with a way to depart the airport and transition to the
en route structure safely. Pilots operating under 14 CFR part
91 are strongly encouraged to file and fly a DP when one is
available. [Figure 10-2]
There are two types of DPs: Obstacle Departure Procedures
(ODP), printed either textually or graphically, and Standard
Instrument Departures (SID), always printed graphically. All
DPs, either textual or graphic, may be designed using either
conventional or area navigation (RNAV) criteria. RNAV
procedures have RNAV printed in the title (e.g., SHEAD
TWO DEPARTURE (RNAV)).
Obstacle Departure Procedures (ODP)
ODPs provide obstruction clearance via the least onerous
route from the terminal area to the appropriate en route
structure. ODPs are recommended for obstruction clearance
and may be flown without ATC clearance unless an
alternate departure procedure (SID or radar vector) has
been specifically assigned by ATC. Graphic ODPs have
(OBSTACLE) printed in the procedure title (e.g., GEYSR
THREE DEPARTURE (OBSTACLE), CROWN ONE
DEPARTURE (RNAV)(OBSTACLE)).
Standard Instrument Departures
SIDs are ATC procedures printed for pilot/controller use in
graphic form to provide obstruction clearance and a transition
from the terminal area to the appropriate en route structure.
SIDs are primarily designed for system enhancement and to
reduce pilot/controller workload. ATC clearance must be
received prior to flying a SID.
ODPs are found in section C of each booklet published
regionally by the AeroNav Products, TPP, along with “IFR
Take-off Minimums” while SIDs are collocated with the
approach procedures for the applicable airport. Additional
information on the development of DPs can be found in
paragraph 5-2-7 of the AIM. However, the following points
are important to remember.
1. The pilot of IFR aircraft operating from locations
where DP procedures are effective may expect an ATC
clearance containing a DP. The use of a DP requires
pilot possession of at least the textual description of
the approved DP.
2. If a pilot does not possess a preprinted DP or for
any other reason does not wish to use a DP, he or
she is expected to advise ATC. Notification may
be accomplished by filing “NO DP” in the remarks
section of the filed flight plan or by advising ATC.
3. If a DP is accepted in a clearance, a pilot must comply
with it.
Radar-Controlled Departures
On IFR departures from airports in congested areas, a pilot
normally receives navigational guidance from departure
control by radar vector. When a departure is to be vectored
immediately following takeoff, the pilot is advised before
takeoff of the initial heading to be flown. This information is
vital in the event of a loss of two-way radio communications
during departure.
The radar departure is normally simple. Following takeoff,
contact departure control on the assigned frequency when
advised to do so by the control tower. At this time, departure
control verifies radar contact and gives headings, altitude, and
climb instructions to move an aircraft quickly and safely out
of the terminal area. A pilot is expected to fly the assigned
headings and altitudes until informed by the controller of
the aircraft’s position with respect to the route given in
SE-4, 16 DEC 2010 to 13 JAN 2011
SE-4, 16 DEC 2010 to 13 JAN 2011
Figure 10-2. Departure procedure (DP).
Figure 10-2. Departure procedure (DP).
the clearance, whom to contact next, and to “resume own
navigation.”
Departure control provides vectors to either a navigation
facility, or an en route position appropriate to the departure
clearance, or transfer to another controller with further radar
surveillance capabilities. [Figure 10-2]
A radar controlled departure does not relieve the pilot of
responsibilities as pilot-in-command. Be prepared before
takeoff to conduct navigation according to the ATC clearance
with navigation receivers checked and properly tuned. While
under radar control, monitor instruments to ensure continuous
orientation to the route specified in the clearance and record
the time over designated checkpoints.
Position Reports
Position reports are required over each compulsory reporting
point (shown on the chart as a solid triangle) along the route
being flown regardless of altitude, including those with
a VFR-on-top clearance. Along direct routes, reports are
required of all IFR flights over each point used to define
the route of flight. Reports at reporting points (shown as an
open triangle) are made only when requested by ATC. A
pilot should discontinue position reporting over designated
reporting points when informed by ATC that the aircraft
is in “RADAR CONTACT.” Position reporting should be
resumed when ATC advises “RADAR CONTACT LOST”
or “RADAR SERVICE TERMINATED.”
Position reports should include the following items:
1. Identification
2. Position
3. Time
4. Altitude or flight level (include actual altitude or flight
level when operating on a clearance specifying VFR-
on-top)
5. Type of flight plan (not required in IFR position reports
made directly to ARTCCs or approach control)
6. Estimated time of arrival (ETA) and name of next
reporting point
7. The name only of the next succeeding reporting point
along the route of flight
8. Pertinent remarks
En route position reports are submitted normally to
the ARTCC controllers via direct controller-to-pilot
communications channels using the appropriate ARTCC
frequencies listed on the en route chart.
Whenever an initial contact with a controller is to be followed
by a position report, the name of the reporting point should
be included in the call-up. This alerts the controller that such
information is forthcoming. For example:
“Atlanta Center, Cessna 1230 Alpha at JAILS
intersection.”
“Cessna 1230 Alpha Atlanta Center.”
“Atlanta Center, Cessna 1230 Alpha at JAILS
intersection, 5,000, estimating Monroeville at 1730.”
Additional Reports
In addition to required position reports, the following reports
should be made to ATC without a specific request.
1. At all times:
Departures From Airports Without an Operating
Control Tower
When departing from airports that have neither an operating
tower nor an FSS, a pilot should telephone the flight plan
to the nearest ATC facility at least 30 minutes before the
estimated departure time. If weather conditions permit, depart
VFR and request IFR clearance as soon as radio contact is
established with ATC.
If weather conditions make it undesirable to fly VFR,
telephone clearance request. In this case, the controller would
probably issue a short-range clearance pending establishment
of radio contact and might restrict the departure time to a
certain period. For example:
“Clearance void if not off by 0900.”
This would authorize departure within the allotted period and
permit a pilot to proceed in accordance with the clearance. In
the absence of any specific departure instructions, a pilot would
be expected to proceed on course via the most direct route.
En Route Procedures
Procedures en route vary according to the proposed route,
the traffic environment, and the ATC facilities controlling
the flight. Some IFR flights are under radar surveillance and
controlled from departure to arrival and others rely entirely
on pilot navigation.
Where ATC has no jurisdiction, it does not issue an IFR
clearance. It has no control over the flight, nor does the pilot
have any assurance of separation from other traffic.
ATC Reports
All pilots are required to report unforecast weather conditions
or other information related to safety of flight to ATC. The
pilot-in-command of each aircraft operated in controlled
airspace under IFR shall report as soon as practical to
ATC any malfunctions of navigational, approach, or
communication equipment occurring in flight:
1. Loss of VOR, tactical air navigation (TACAN) or
automatic direction finder (ADF) receiver capability.
2. Complete or partial loss of instrument landing system
(ILS) receiver capability.
3. Impairment of air-to-ground communications
capability.
The pilot-in-command shall include within the report
(1) aircraft identification, (2) equipment affected, (3) degree
to which the pilot to operate under IFR within the ATC
system is impaired, and (4) nature and extent of assistance
desired from ATC.