4 Instrument Highlights
After you've succeeded and earned your private pilot certificate, a natural (and the most common) next step is pursuing an instrument rating. Training for IFR capability can be reminiscent of how beginning the private pilot phase probably felt overwhelming initially, and many pilots feel as though they're learning a whole new language, as the terminology can be daunting. An instrument rating can open a new world of possibilities though, and take your flying to a new level, as well as grant you a number of other worthwhile benefits. Whether you are pursuing a traditional flight training route, revisiting training after a break, or interested in attaining an instrument rating for any other reason, you will become a more confident and safe pilot by doing so. This post looks at 4 elements of instrument training that are especially new and unfamiliar to VFR pilots.
VDP vs. MAP
A Visual Descent Point (VDP) is advisory, not mandatory, and published on non-precision straight-in approaches. When not published, a VDP can be manually calculated by taking the AGL of the MDA and dividing it by 300. A VDP can be most helpful to aircraft that normally fly more steep or shallow visual descents, so a pilot can more closely achieve a 3° glideslope when in IMC. Contrarily, every approach includes a Missed Approach Point (MAP) and it can come in the form of a Minimum Descent Altitude (MDA) on non-precision approaches or a Decision Altitude (DA) on precision approaches. A MAP may be identified by a GPS waypoint, a DME fix, an airspeed/time table value, or another way.
Circling approaches
Maneuvering into a given runway's traffic pattern for circling-to-land, via either a different runway's straight-in instrument approach procedure (IAP) or a published circling approach, should be executed in a manner suitable to the conditions, and most of the time, said runway's pattern-direction rule. The radius will depend on the airspeed of the aircraft (1.3NM for CAT A aircraft like ours) being flown and applies to the end of any of the runways at that airfield, not just the one you intend to land on or were on the straight-in guidance for.
When to go missed
Executing a missed approach, whether in a real-world or training scenario, should be done with extreme caution. When the conditions are IMC in your destination's vicinity, flying a missed approach as published is the only way to guarantee safety from surrounding terrain/obstacles, regardless of how well you may know the area. You might proactively decide to terminate an IAP while descending on the final approach segment if the conditions appear hopeless, however it is paramount that you continue until you've reached the MAP, then begin the missed approach, in order to ensure you are following the chart as designed. Never continue descending past the MAP if you have visual contact with the runway, no matter how tempted you might be by the prospect of going a bit lower to "break out" of IMC. Learn from the mistakes of others. Be aware that ATC could assign alternate instructions to the published missed, including a heading, altitude, and other specifics. Make sure you listen carefully and plan accordingly as you don't want to inadvertently disobey ATC and end up in a world of hurt, as well as IMC.
Holding
Learning the three different hold entries can be the bane of an instrument student's training, but it's important to master and feel proficient in them nonetheless, and it will make your flying life much easier. The three types - parallel, teardrop, and direct - all require forethought and planning. Visualization (imagining how the entry and hold will look) can be incredibly helpful, and quickly drawing the hold can be, too. Unfortunately there is no cheat code to figuring out the best entry, but legally speaking, you can choose any of them as long as you hold correctly as assigned by ATC.
These are a few concepts introduced during instrument training that are new and unlike any parts of the private phase. A big contributor to an IFR flight (and hopefully, VFR, too) is preparing both physically and mentally for any and all outcomes. Do not put off reviewing your prospective IAP, plus any backups, until you're cruising en route. Do not wait until listening to the ATIS to know what conditions are in store. These are examples of "getting behind the aircraft," which is not a fun or safe place to be. Instead, be prepared, which begins with being proactive. Wouldn't you rather brag about successfully flying an IAP nearly to minimums than walk into an FBO clearly frazzled from your workload management exceeding your comfort level? Do more now so that you can do less later, and as always, voice your concerns with your instructor so that growing in your piloting can be accomplished as safely as possible. Send our team a message if there are any other areas of training you'd like to read highlights on, we're here to get you what you need!
1954 Airport Road Suite 203
Atlanta, GA 30341
(678) 395-7943
info@nspireaviation.com