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Approaching instrument rating training
An instructor’s perspective on preparing for IFR: build a strong foundation, develop repeatable procedures, and give judgment the attention it deserves.
More than approaches and holding patterns
An instrument rating can make you a more capable pilot, but the real benefit comes from the habits you develop. Precise aircraft control matters. So do planning, workload management, checking what you have entered, and knowing when to change the plan.
The original author of this article used a deliberately blunt warning with new instrument students: instrument flying demands an active, systematic effort to keep problems from developing. In cloud, poor visibility, or a busy cockpit, you cannot depend on the visual cues and spare attention you may take for granted on a familiar VFR flight.
A good instrument instructor teaches more than how to fly a particular approach. Look for an organized method: written and mental checklists, deliberate radio and navigation setup, verification of clearances and procedures, and effective use of the people and equipment available. Make aircraft control the priority while you manage the rest of the task.
A lesson about checking your inputs
The author recalls flying a privately owned Cessna 182 that another instructor later flew into a radio tower during an NDB approach in fog. His recollection was that a heading input had been entered incorrectly. The lesson he drew was the need for a consistent way of checking and rechecking navigation information before a small error becomes a serious one.
Build the rating in sensible stages
Instrument flying brings many details together, but the hardest part is often developing the mental picture and a reliable sequence of actions. Students may reach a plateau while trying to read an approach, control altitude, remember timing, and interpret the clearance. Progress often accelerates when those tasks become organized rather than improvised.
- Strengthen your VFR foundation. Be comfortable with your aircraft, crosswinds appropriate to your experience, navigation, radio work, and unfamiliar airports. Seek additional instruction where it would help. Experienced instructors also benefit from recurrent instruction.
- Learn as much as you can on the ground. Study the weather, procedures, regulations, instruments, and aircraft systems. Prepare for the knowledge test early so your flying lessons can focus on applying what you know.
- Develop precise basic instrument control. Learn to hold the intended attitude, heading, altitude, and airspeed while maintaining an effective instrument scan.
- Rehearse the procedure before flying it. Spend time with your instructor on the ground discussing clearances, checklists, navigation setup, approaches, missed approaches, and workload. Write out a detailed “script” for a sample flight and have your instructor review it. The author’s students sometimes produced scripts 15 or more pages long; the value is in thinking through the sequence.
- Practice deliberately between lessons. A home simulator can help you rehearse procedures and interpret instruments. Start at a manageable pace, then increase complexity with your instructor’s guidance. Keep reading, reviewing, and improving precision. Home simulation is not automatically creditable training time.
- Apply the skills in realistic conditions. Complete the required cross-country and other training with your instructor. Appropriate actual instrument conditions can teach lessons that a view-limiting device alone cannot, but conditions must suit the aircraft, instructor, and student.
- Prepare for the practical test. Combine sound aircraft control, knowledge, procedures, and judgment. A well-prepared applicant should find the test a demonstration of familiar skills rather than a new kind of flight.
The author favors building varied VFR cross-country experience while completing instrument ground study, including visits to many different airports. His preference to see substantial experience before beginning intensive instrument flying is a teaching approach, not an FAA prohibition on beginning instrument instruction earlier. Discuss the sequence that fits your experience and training program.
Explore aviation mnemonics and memory aids · GroundSchool Instrument Rating preparation
Know what the experience requirements actually mean
Instrument airplane under Part 61
The usual Part 61 instrument-airplane requirements include 50 hours of cross-country flight time as pilot in command, with at least 10 in airplanes, and 40 hours of actual or simulated instrument time, including at least 15 hours with an appropriately qualified instrument instructor. Other specified training and experience requirements also apply.
The 50-hour cross-country requirement is a requirement for the rating, rather than a rule requiring you to finish those hours before your first instrument lesson. A reference to completing the instructor-led portion in 20–30 hours does not reduce the total instrument-time requirement. Approved courses and credit for training devices have their own provisions.
Plan your schedule with your instructor. Frequent, well-prepared lessons can improve continuity, while rushed flying and fatigue can undermine it. Night or early-morning lessons may fit a working pilot’s schedule, but leave enough capacity for study, rest, and ordinary life.
Judgment matters as much as technique
Instrument training can be rewarding and enjoyable. Its seriousness comes from the need to make good decisions before workload, weather, and fatigue make them harder. The author shared this account from a former student:
“I knew it was going to be a rough day. I got up at 5:30, rushed to the airport, quickly filed to XXX and took off in the Arrow. Was in the clouds at 1000 feet and the whole 1.5 hour flight was in solid IMC with moderate turbulence. I got to XXX and immediately transferred to a waiting car where I had a 30-minute pre-meeting with my team. We arrived at the meeting 15 minutes late because of traffic, and the actual meeting went on for 5 intense hours. After it was done, I had to have a business dinner and, after another long car ride, was back at the airport. The weather had worsened. Nevertheless, I took off. You can imagine how exhausted I was at this point! About half an hour into the flight, while near (major NYC airport), I started to get serious vertigo. I couldn't tell which way was up. I flew the airplane per our training—it took every ounce of my remaining concentration just to maintain straight and level—without the training I don't think I would have even been able to do that. Yet, I managed to make a non-precision approach, now at night, to minimums without any problem. How did I do it?”
The answer was that the student, already an experienced pilot, had anticipated the demanding day and taken an ATP-rated friend along. When conditions and fatigue became too much, the friend took over.
The point is to recognize limitations and build real options into the plan. A capable second pilot was valuable in this example. Delaying the flight, staying overnight, changing the route, or using another form of transport may be the better option in another situation. Good judgment begins before takeoff.
A little hangar humor
Duck and Cat Instrument Flying
A traditional aviation joke, retained here for amusement.
Most people wish to fly on the old gauges at one time or another but are prevented by the high cost of the instruments necessary for this form of flight. The following is a more or less known and extremely simple method which may be used by all.
Place a live cat on the cockpit floor, because a cat always remains upright, he or she can be used in lieu of a needle and ball instrument. Merely watch to see which way he leans to determine if a wing is low and if so, which one. This will enable you to keep your aircraft level en route with complete accuracy and confidence.
A duck is used for final instrument approach and landing, because of the fact that any sensible old duck will refuse to fly under instrument conditions, it is only necessary to hurl your duck out of the cockpit window and follow her to the ground.
There are some limitations on the cat and duck method, but by rigidly adhering to the following checklist a degree of success will be achieved which will not only startle you, but will astonish your passengers as well, and may have an occasional tower operator with an open mouth.
- Get a wide-awake cat. Most cats do not want to stand up all the time, so it may be necessary to carry a fierce dog along to keep the cat at attention.
- Make sure your cat is clean. Dirty cats will spend all the time washing. Trying to follow a washing cat usually results in a slow roll followed by an inverted spin. You will see that this is most unprofessional.
- Old cats are the best. Young cats have nine lives, but an old used-up cat with only one life left has just as much to lose and will be more dependable.
- Avoid stray cats. Try to get one with good character because you may want to spend time with her.
- Beware of cowardly ducks. If the duck discovers that you are using the cat to stay upright, she will refuse to leave the airplane without the cat. Ducks are no better on instruments than you are.
- Get a duck with good eyes. Near-sighted ducks sometimes fail to recognize that they are on the old gauges and will go flogging into the nearest hill. Very near-sighted ducks will not realize that they have been thrown out and will descend to the ground in a sitting position. This is a most difficult maneuver to follow in an airplane.
- Choose your duck carefully. It is easy to confuse ducks with geese. Many large birds look alike. While they are very competent instrument flyers, geese seldom want to go in the same direction that you do. If your duck seems to be taking a heading to Ireland or Sweden, you may be safe in assuming that someone has given you a goose.
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Blue skies,
JG, Dauntless instructor / editorial team