THE BIG FIVE

1) [FAR 61.57(c)] What do you need to be current for IFR flight?

Within the proceeding 6 calendar months (only in aircraft category and class you are instrument rated):
1. At least 6 instrument approaches
2. Holding procedures
3. Intercepting and Tracking courses through the use of NAVAIDS

If you are not current after 6 months then you no longer have the privileges of an IFR pilot, but you may still get
current by flying in Sim Instrument conditions or in a Simulator. After 1 yr. you are required to get an Instrument
Proficiency Check. Which can be given by an examiner, CFII or other authorized check pilots.

• You will still need to be (Day / Night) VFR current if you wish to take passengers; and
• Current with your PIC (Bi-Annual Flight Review)

2) [FAR 91.169] Destination and Alternate Airport minimums for IFR flight?
Destination Airport: At ETA and for 1 hour after ETA the ceiling height must be greater than 1,000ft above airport
elevation, or greater than 400ft above the lowest practical DH or MDA which ever is higher, and at least 2 SM
visibility. If below these minimums then you must file an alternate airport.

Alternate Airport: At ETA the ceiling must be 200ft above the approach minimum to be flown and 1SM visibility (but
never less than minimum visibility for the approach to be flown)

• If your alternate airport does not have a published approach then you are required to have VFR conditions (5+
SM, 3000'+ Ceiling) and remain clear of clouds from your MEA down to the airport.

3) [FAR 91.183 & 91.185, AIM 5-3-1] What are your required radio reports for Radar & Non-Radar Contact?
Radar Contact:
Holds (Entering or Exiting)
Altitude changes while operating under VFR-on-top
Unable to climb / descend at a rate of at least 500 ft./min
Loss of radios, navigation equipment or any other equipment deemed useful to IFR flight
Safety, emergencies
Unforecasted weather
Missed approach (Going missed)
5% or 10 KTS (whichever is greater) change in TAS from that filed

Non-Radar Contact:
ETA off by +/- 3 mins
FAF (non-precision) or OM (precision) *inbound from*
Compulsory reporting points

Loss of equipment reports should include:

• Aircraft Identification;
• Equipment affected;
• Degree to which operation under IFR will be impaired; and
• Nature and extent of assistance desired from ATC.

By Edward Rehr
4) [FAR 91.185] What is your IFR Lost Communication procedure?
Each pilot who has a two-way radio communications failure while operating under IFR shall:

VFR: If failure occurs in VFR conditions, then the pilot must remain VFR and land as soon as practical.

IFR: If failure occurs in IFR conditions then the pilot shall continue flight according to the following:

Route Altitude
Fly in this order Fly the highest
Assigned (last clearance) MEA
Vectored (by radar) Expected (EFC)
Expected (EFC) Assigned
Filed (flight plan)

“A Very Exciting Flight” “MEA”

When are we allowed to leave our clearance limit?

If the clearance limit given is an IAF:
• With EFC, leave fix at EFC
• Without EFC, leave fix at ETA

If the clearance limit given is NOT an IAF:

• With EFC, leave fix at EFC
• Without EFC, proceed to IAF and begin approach as close as possible to ETA

5) [FAR 91.175] Takeoff and Landing under IFR

Takeoff Minimums: There are no minimums under part 91 for takeoffs under IFR conditions. Part 121 or 135 requires
at least a ½ SM visibility.

When can we go below our DH or MDA in IFR conditions?

Operation below DH or MDA is not authorized unless we have the following:
(1) The approach can be completed with normal maneuvers, no turns greater than ½ standard rate and no greater
than 400' per NM descent;
(2) Flight visibility is not less than that prescribed in the instrument approach being used, but helicopters can use
Part 97 “copter procedures” to cut the visibility in ½ but no less than a ¼ mile visibility or 1200 RVR; and
(3) We must have one of the following insight:
i. The Runway, runway lights or markings;
ii. The Touchdown zone, touchdown zone lights or markings;
iii. The Threshold lights or markings;
iv. The Runway End Identifier Lights (REIL);
v. The Visual Approach Slope Indicator (VASI); or
vi. The Approach Light System (ALS), if the ALS is the only visible markings then we may NOT descend
below 100' above the touchdown zone elevation unless the red terminating bars or red side row bars are
also distinctly visible and identifiable.

If none are visible then we must immediately begin the missed procedures prescribed for that approach.

How can we estimate Runway Visual Range (RVR) if it is not reported?

• If the runway is in site and you can see the Runway Aiming Point (A solid white bar on either side of the
centerline) this is ~1,000ft. from the runway threshold; also
• If from the 3 sets of white lights side by side on the ALS you can see the runway then you are roughly 1,000ft.
from the runway threshold.

By Edward Rehr