When filing an IFR flight plan, part of the process is determining whether or not an alternate airport is required. An alternate airport is required when the following conditions exist(as is outlined by the FAA in 91.169 (b)):
The weather conditions at the destination airport
From 1 hour before your arrival time to 1 hour after your estimated time of arrival, the weather conditions are forecast to be below
2,000 Feet AGL and/or
3 statute miles visibility
Let’s paint a scenario. You are traveling from KSAT (San Antonio International Airport) to KHBV (Jim Hogg County Airport in Hebbronville, TX). You start to file your flight plan and get down to the space where you put your alternate in. Since Laredo (KLRD) is the closest airport with a TAF, you check Laredo’s TAF and see that the forecast conditions there at your ETA are ceilings 1,500 and visibility of 2sm.
Based on this information, you need an alternate airport. Now, the process of finding one. In Part 91.169 (c), the forecast conditions at the alternate airport must be at or above:
600 Feet AGL and 2sm visibility for a precision approach, or
800 Feet AGL and 2sm visibility for a non-precision approach
Alright, now we have some guidance. Laredo is the nearest airport to KHBV, and we know the forecast from the above TAF showing the conditions are forecast to be above the alternate minimums outlined in Part 91, so let’s pick Laredo. All done?
Not quite. A lot of airports have Non-Standard Alternate Minimums. How do you figure out if they do? The easiest way is to look at any approach plate for the airport. In the notes section of the government plates, there will be a black triangle with an A in it. That means there are non-standard alternate minimums published for that airport (in layman’s terms, different than the ones stated above in Part 91).
Now the question is, where do you find those non-standard alternate minimums? On Foreflight:
Go to the Airports page
Tap the Procedures button
Tap the Arrival button
Tap the Alternate Minimums option
This brings up the IFR Alternate Minimums document for all the airports with non-standard alternate minimums in that area. Scroll through to find Laredo.
As you can see, there are several notes there concerning the different approaches into Laredo. For our example, we’ll say the winds are out of the south and we are planning on flying the ILS 17R if we cannot get into KHBV and have to come to Laredo. The note there is that the Alternate Minimums for the ILS 17R are actually 700 AGL ceilings and 2sm instead of the above state 600 AGL ceilings and 2sm, the procedure is NA if the tower is closed, and NA if the local weather isn’t received.
What does this tell us? If the forecasted ceilings at Laredo were below 600 AGL instead of 700 AGL, we would not be able to use LRD as an alternate airport if we were planning on flying the ILS 17R. The RNAV approaches are all fair game, so a GPS equipped aircraft would have no problem.
On top of that, some approaches at a certain airport are not authorized to be used in the case of the airport being used as an alternate. At the Galveston airport (KGLS), the ILS 14 is NA as an alternate procedure, but all the RNAV approaches are available.
Picking an alternate seems simple at first, but there are actually a lot of things to consider in the process.
Need help remember all this stuff? AOPA has put out a kneeboard sheet that helps all IFR pilots remember those important things when it comes to IFR flying. Check it out here.
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Picking up an IFR clearance at first can seem very simple. But, when taking off from an untowered field, especially if a pilot is based at a towered airport, it can be a little more complex. Based at an untowered field? The towered procedures are a little more streamlined, but still different.
Towered Airports
Class B or Class C
At Class B or Class C airports, there is a dedicated frequency to get an IFR clearance and VFR departure instructions called Clearance Delivery. It is published in the airport facilities directory as well as most approach plates. Before you call Clearance Delivery, get the ATIS and tell the controller you have it as well as where you are located on the airport.
Class D
Some Class D airports have a Clearance Delivery frequency (see KADS, Addison, TX), but for the most part, you’ll get your IFR clearance on the Ground frequency. If there is a dedicated Clearance Delivery frequency, the ATIS will specify whether or not to get your clearance on it or on ground control.
Class D towers are only part time towers, usually closing between 7pm and 10pm local time, depending on how busy the airspace is. These airports usually have published Clearance Delivery frequencies to contact either the local approach control or center to pick up an IFR clearance on the ground. They will be published on approach plates and in the A/FD.
Untowered Airports
Class E
There are a number of Class E airports that are Class E all the way down to the surface (see KLFK, Angelina County). At these airports, there will either be a Clearance Delivery frequency or you call on the Center or Approach frequency to get your clearance (at KLFK, you call Center as there is no Clearance Delivery frequency. At Temple, KTPL, there is a published Clearance Delivery frequency which you would be talking to Grey Approach).
Class G
There are two ways to pick up an IFR clearance at a Class G airport, one typically a little safer than the other.
The first option is to take off and maintain VFR while calling Center or Approach control. They will give you your clearance making you IFR and allowing you to enter the clouds. This option can be unsafe depending on the terrain surrounding the airport and how low the ceiling is. If the ceiling is overcast at 1,000, you can legally remain VFR in Class G airspace at 500 AGL, but that isn’t the safest option and you might not be able to raise ATC at that altitude.
The second, and safer option, is to call on the phone. Flight Service has a nationwide Clearance Delivery phone number that every pilot should have saved in their contacts (888-766-8267). Typically, you want to wait to call them until after you are done with your runup because they only give you a five or ten minute window to get off the ground. With bluetooth equipped headsets, this usually isn’t a problem.
Be prepared when calling Clearance Delivery on the phone to wait a few minutes. Us pilots aren’t good at being patient sometimes, but the FSS has to call Center on the phone to get your clearance and release and this can take a few minutes. Be prepared for that going in and just be patient. Remember, this is the safer option!
There are a handful of Class G airports around the US that have a GCO, a Ground Communications Outlet. With a GCO, you tune up the frequency, then click the mic 4 times to talk to ATC or 6 times to talk to FSS. Each mic click must be at least one second, so if you click the mic too quickly, it won’t work.
At certain airports that are underlying an approach control’s airspace, you can actually call the TRACON directly and get your clearance from them (5C1, the Boerne Stage Airport, for example. San Antonio approach is the controlling agency and you can call them directly to pick up your clearance). It’s a good practice to get the TRACON phone number and save that in your contacts as well.
Picking up an IFR clearance at first can seem very simple. But, when taking off from an untowered field, especially if a pilot is based at a towered airport, it can be a little more complex. Based at an untowered field? The towered procedures are a little more streamlined, but still different. Towered Airports Class…
There is great news coming for all IFR pilots who utilize the multitude of uncontrolled airports across the US.
From the beginning of aviation time, the process of getting an IFR clearance at an uncontrolled airport has been arduous. For airports under Center controlled airspace, you had to dial the Clearance Delivery line, which ported you to Flight Service. Then you sat on hold till someone picked up, gave them your information, then sat on hold again while they called the Center. Finally, after what seemed like an eternity, the briefer came back with your clearance and departure instructions.
On a busy day, this could take ten to fifteen minutes, which can be really annoying when a pilot is trying to take off and get somewhere.
In my opinion, this also led to a lot of unsafe (and probably illegal) VFR departures when conditions were either clearly IFR or unsafe if buzzing around at low altitudes and high speeds in Class G airspace.
RCO’s (Remote Communications Outlet, 2nd column, halfway down) and Clearance Delivery Frequencies are in place at some airports, but by and large, the above process was how you got your clearance.
Departing from a TRACON controlled airport usually was easier and quicker. The TRACON has a direct line that is available for pilots to call to speak directly with a controller, but not all these phone numbers are published.
As of June 20th, the FAA is implementing this at all uncontrolled airports. On the chart supplement for all IFR charts across the US (not including Alaska), the FAA will publish the Center phone numbers and remaining TRACON phone numbers for pilots to call directly to receive their IFR clearances and departure instructions, and to cancel their IFR flight plans (A lot of TRACONs already have their phone number published).
Flight Service will no longer be taking IFR flight plan cancellations. Pilots will still be able to cancel with Center or TRACON in the air, but will now need to call the number on the chart supplement on the ground for cancellation.
Now that the FAA is modernizing this process, hopefully more pilots will decide to call on the ground for their clearance on a MVFR or IFR day instead of taking off and trying to pick it up in the air.
Finding the Chart Supplement on Foreflight
Where is the Chart Supplement? I’m so glad you asked.
Before iPads, everyone carried around the green book, officially known as the Airport/Facilities Directory, or A/FD. With the advent of Foreflight & Garmin Pilot & others, all the information in the A/FD is now easily accessible in each of the Apps.
Foreflight may integrate the clearance delivery phone number for each airport into their airport information page, but in the meantime, here is how to find the Chart Supplement.
On Foreflight, go to Documents along the bottom of the App. In the Catalog on the left, tap FAA. Chart Supplement will be about 1/3 of the way down the page. Tap that, then tap the region you need and it will download into your Documents Library.
Once it is downloaded, check the Table of Contents for FAA Telephone Numbers and NWS. Go to that page and scroll through to find the Center or TRACON you are needing, then dial the number.
Happy Flying!
There is great news coming for all IFR pilots who utilize the multitude of uncontrolled airports across the US. From the beginning of aviation time, the process of getting an IFR clearance at an uncontrolled airport has been arduous. For airports under Center controlled airspace, you had to dial the Clearance Delivery line, which ported…
Glass panel displays, ballistic parachute aircraft recovery systems, portable tablet computers enabling paperless cockpits, and widely available three axis autopilot systems have changed the way we fly, the way we train, and the way we are expected to perform on check rides. Our training and testing paradigms have tried to stay in synch, yet always seem to be catching up to the latest levels of technology.
This is very apparent when we instructors are preparing a student for an FAA practical test. When training aircraft had no autopilots, no GPS, and certainly no parachutes, the general philosophy was that during training, the student should have the lowest level of technology available. This was also the expectation on the check ride. This theory has changed over the years and now the Practical Test Standards require that an applicant integrate all available technology while demonstrating mastery of his or her aircraft. This raises numerous questions from instructors and students about what technology will be available for each task.
One example of this dilemma is found when contemplating an instrument airplane practical test in a Cirrus SR20/SR22. The test requires the task “Instrument Approach without Primary Flight Display”, which has taken the place of what was the partial panel approach, accomplished without use of gyroscopic heading and attitude indicators. In the Cirrus, the standby attitude indicator, standby airspeed, and standby altimeter are available, as is the Multi-Function Display. Guidance from the FAA has us shooting a GPS approach using the moving map display on the MFD after disabling the PFD. Those of us who trained and tested in steam gauge aircraft think that this task should be fairly easy. With a fully functional Attitude Indicator and a nice big moving map display showing our course, a reasonably competent instrument pilot should have little trouble adapting to this setup and flying a good approach.
But, in the Cirrus specifically, and perhaps in other aircraft as well, another question comes up. Can the applicant use the autopilot (which still works just fine after a display failure) during the approach without the PFD? A rather famous DPE who writes for a national magazine says “yes”, opining that not to allow its use would be introducing simultaneous multiple systems failures, which is strictly forbidden in the minds of some. If we follow this logic, we would not test simulated engine failure emergencies in these aircraft either, because to do so would imply failure of not only the engine, but the CAPS parachute system as well. In my former role as a pilot examiner, I always said no, that the approach should be hand flown. Here is my logic.
I was amazed that flight instructors and examiners would accept the substitution of autopilot technology for the skill required to fly an approach without the PFD. I would argue that the intent and the well described emphasis of the PTS is that the applicant must demonstrate the ability to control the airplane after a loss of the primary flight display, not observe and monitor the autopilot controlling the airplane! This argument was generally unpersuasive, so I approached from a different point of view, that of a concerned family member.
“Aunt Betty” represents a future passenger flying with the soon to be rated instrument pilot. Here is the question posed to Aunt Betty: “When we train and test pilots for instrument proficiency, we require them to demonstrate the ability to safely and skillfully fly the airplane without their primary instruments. Now, Betty, in this airplane, we can test this task in one of two ways. We would like your input on which way you would prefer, seeing as you will be a frequent passenger with your nephew. We can either have the pilot (might be your son, brother, husband, or nephew) demonstrate that he can fly the airplane by hand without the PFD, which does require a little more skill and a slightly different technique, or, we can require the pilot to perform this task using the autopilot so that the pilot basically monitors the airplane flying itself on the approach.
“Now, Aunt Betty, a pilot allowed to use the autopilot system on this approach may not have the skill or technique to fly the approach by hand in the clouds should the autopilot shut down due to turbulence or mechanical failure. Should this happen to a pilot without the skill and practice normally required, the odds of a fatal accident occurring would be quite high.
“So what do you think, Aunt Betty? Would you feel more comfortable flying with this fellow if he has demonstrated mastery of the aircraft (sans PFD) without the autopilot or only with its assistance?”
This leads us to a larger discussion about the use of other technology, iPad, GPS moving map, and more. If technology is used as a replacement for pilot proficiency during training and testing, we end up with less skillful, less competent and ultimately less safe pilots. But, if we require that our students demonstrate mastery with the lowest available level of automation and technology (which, by the way, implies excellent fundamental aircraft control skills) then, when technology is added into the equation, we have a safer pilot.
Technology can be a value added safety multiplier, or it can be a crutch needed to make up for lack of fundamental and advanced skills. Crutch or Safety Multiplier, which one will you choose? I know which one Aunt Betty prefers.
Charles McDougal is a flight instructor, corporate pilot, and former DPE who offers basic and advanced flight instruction in the San Antonio area. To find out more information about Charles or to contact him, visit his website, www.flighttrainingcoalition.com.
Glass panel displays, ballistic parachute aircraft recovery systems, portable tablet computers enabling paperless cockpits, and widely available three axis autopilot systems have changed the way we fly, the way we train, and the way we are expected to perform on check rides. Our training and testing paradigms have tried to stay in synch, yet always…
Type Clubs Lead By Example with Standard Operating Practices
This article appeared in the May 2019 edition of EAA’s Sport Aviation Magazine. It is used with permission. For other articles by Charlie Precourt, please visit EAA.org and join for a full subscription.
Imagine a year when there are no fatal accidents in general aviation. Does that seem impossible? The airlines achieved that many years ago, and so can we if we focus on the right things in our safety pro- grams. In fact, the overall trend in GA accident rates over the last few years is very encouraging. AOPA’s Air Safety Institute published its annual GA Accident Scorecard recently (see www.EAA.org/ extras), revealing fatal accidents from 2008 to 2017 are down more than 30 percent. Nevertheless, there were 185 fatal accidents in 2017, so we still have a long way to go. But, there are many developments in safety programs across GA that can keep the trend going.
One such development that I’ve advocated through a couple of type clubs is establishing standard operating practices (SOP). When I flew for both the U.S. Air Force and NASA, we had what we called standard operating procedures. They were the law for our flying. That is, we had to follow them procedurally because the folks that paid our salaries said so. The objective was to ensure we all used the same playbook, minimizing the risk that one of us might develop a bad in-flight habit that increased risk to the organization.
One way to think about SOPs is to recognize the difference between procedure and technique. For example, you have to follow the manufacturer’s pilot’s operating handbook (procedure)where it says to lower the landing gear before landing. If you don’t, you are in for a bad day. However, it does not tell you exactly when to lower the gear; that’s left to technique.
In the middle, between procedure and technique, is a best practice. In this example, lowering the gear just before the final approach fix is a “standard practice.” It is the generally accepted “best” place to lower the gear. In GA, however, aircraft owners don’t generally answer to a boss, so I prefer the term practices instead of procedures.
However, whether or not someone is paying us to fly, following best practices just makes sense. If you have a good set of practices, they enable you to do things the same way every time, leaving lots of brain cells to manage the unusual, the things that might go wrong. The safest approach to accomplishing a flight task is one that leverages consistency. On the other hand, if you are inconsistent, doing flight tasks differently each time, you’ll always be struggling to keep up. So, in my involvement with the safety committees for both the Malibu Mirage Owners and Pilots Association and the Citation Jet Pilots Association, there has been broad acceptance of recently developed standard operating practices.
The good news in this development is that a culture of safety is growing broadly across most sectors of GA through these type club initiatives. Perhaps more importantly, there is much to learn from each other about the effectiveness of these various initiatives. EAA has seen a four-year drop of 47 percent in fatal accidents among homebuilts! So, there must be something right going on there — a major focus on appropriate transition training before flying a new homebuilt (as a standard operating practice) is paying off.
So, what is covered in the SOPs these type clubs have developed? The following outlines the kinds of standard practices other type clubs have set up and represent SOPs you could establish for yourself regardless of the type of aircraft you fly. You just have to fill in the blanks for your particular type and commit to sticking to them in your flying. These are notional and are practices (not mandatory procedures). They don’t tell you how to fly your aircraft; they give you things to think about when you do. If you take a bit of time to set your own SOPs and then stick with them, you’ll be a far safer pilot. Here are some ideas:
Duty Day
Set the maximum number of hours of flight time during a calendar day and rest hours off between flying days. One example is a maximum of eight hours in the air and a minimum of 10 hours off until flying again.
Cargo
Establish best practices for what you will carry as cargo. One example is no lithium batteries in the baggage compartment.
Flight Planning and Preparation
What are your limitations for the types of flight you’ll take on? Consider SOPs such as designating a suitable alternate airport for all flights. Another might be for first flights after significant maintenance, such as no flight at night or in IMC until a day-VMC functional check flight has been done.
Runway Field Length Guidelines
Establish an appropriate minimum field length for your aircraft and commit to not going into shorter fields. Consider sea level operations and high-altitude airports as well.
Surface Operations
What should be your maximum wind conditions for taxi, takeoff, or landing? Maximum acceptable crosswinds on landing? Set them in your SOP and stick to them.
En Route
Consider establishing practices like no non-operationally necessary conversation below 10,000 feet MSL, during any segment of an approach procedure, or during the last 1,000 feet before leveloff during climb or descent. Also consider declaring “minimum fuel” when the fuel state becomes less than fuel to destination plus 45 minutes at current burn, even if flying day VFR.
Approach and Landing
Consider establishing personal minimums in your SOPs for things like visual approaches. Perhaps use a 1,500-foot ceiling and 3 miles’ visibility for day and 5 miles for night, even though these exceed the FAA’s requirements.
Pilot Limitations, Training, & Currency
FAR Part 91 rules allow us to fly with pretty marginal levels of currency. Consider setting your own SOP to something more appropriate for the kind of aircraft you fly and the kind of flying you do in it. For example, consider these ideas as SOPs:
If you have less than 100 hours of time-in-type or have not flown at least 15 hours as pilot in command in the last 90 days, use a minimum planned fuel reserve of one hour.
Also, if flying IFR in this situation, use a minimum visibility for takeoff of 1 mile.
On instrument approaches, increase the published minimums by one- half mile visibility and add 200 feet to the decision altitude or minimum descent altitude.
Perform landings at a weight that allows a full stop in 60 percent of available runway length.
Consider an SOP that establishes you will fly with a CFI on a refresher flight before flying as pilot in command if you have not logged at least an hour of flight time and one takeoff and landing in an aircraft of the same type within the preceding 45 days.
Maneuver Standards
Wherever there are “techniques” associated with things like takeoffs and climbs, cruise, use of autopilot, power settings, and approaches and landings, you can write down your preferred technique as your own SOP. Describe each maneuver in enough detail (speeds, altitudes, power settings, configurations, etc.) to define a routine you will use each time. This ensures you fly consistently each flight and leverage the power of the standard operating practice, that is, to give you the bandwidth you need should you encounter an unexpected event or an emergency.
SOPs are among the exciting concepts underway to make safety programs work for us. Hats off to type clubs like MMOPA and CJP and many others that are taking the initiative. But even if you’re not in this kind of group, you can still set up your own SOPs. Let’s all look forward to our first year in GA without a fatal accident — and let’s make it soon! Fly safe!
Charlie Precourt is a former NASA chief astronaut, space shuttle commander, and Air Force test pilot. He built a VariEze, owns a Piper JetPROP, and is a member of the EAA board of directors.
Type Clubs Lead By Example with Standard Operating Practices This article appeared in the May 2019 edition of EAA’s Sport Aviation Magazine. It is used with permission. For other articles by Charlie Precourt, please visit EAA.org and join for a full subscription. Imagine a year when there are no fatal accidents in general aviation. Does…
What’s the most cost effective glass panel retrofit? There are several options out there (and it seems like more coming each Sun ‘N’ Fun or Osh Kosh event), but the consensus is the Aspen EFD 1000 or 1500, right? At $12,000 installed, it’s about $8,000-$10,000 cheaper than the Garmin G500 (though you can make the argument that when you add a second screen and SVT to the Aspen, the price is about the same).
I am here to blow your mind. What if you could get a glass panel retrofit that is a complete AHRS system with airspeed and altitude, plus a slaved HSI that auto slews to your GPS and a 4 hour backup battery so you can throw your steam attitude indicator away, for only $4,600, plus installation?
I am not crazy.
The Garmin G5 debuted last year when the FAA relaxed it’s regulations to allow more experimental avionics into certified airplanes. The single G5 was a big hit. The 3.5 inch screen fit nicely into the hole that the traditional attitude indicator left, giving pilots a glass attitude, airspeed and altimeter options for less than $2,500.
In March, Garmin brought out the HSI version of the G5. Equipped with a low cost magnetometer, the DG/HSI version is a complete replacement for the traditional DG/HSI. The unit also displays ground speed and distance (received from the GPS information), while auto-slewing to the GPS flight plan, so the CDI needle will move on it’s own, eliminating the annoying need for the pilot to set the course on the HSI (and ridding the GPS of the message that pops up reminding the pilot to set the course).
The dual units provide a complete backup Attitude in the case of a display failure. The reversionary mode you get with the Garmin G1000 and the Garmin G500 is also present in the dual G5s. This eliminates the need for a backup steam gauge attitude indicator, freeing up panel space for an engine monitor or some other toy. The G5 units can also be equipped with 4 hour backup batteries in case of electrical failure.
The price for the dual G5 setup is very reasonable at just under $4,600 plus installation (which, according to Garmin, should be pretty simple as the units act as plug and play instruments). The AHRS unit is available stand alone for under $2,200 while the DG/HSI unit standalone runs just under $2,600.
What’s the most cost effective glass panel retrofit? There are several options out there (and it seems like more coming each Sun ‘N’ Fun or Osh Kosh event), but the consensus is the Aspen EFD 1000 or 1500, right? At $12,000 installed, it’s about $8,000-$10,000 cheaper than the Garmin G500 (though you can make the…
2 Comments
Now the question is, where do you find those non-standard alternate minimums for people *not* using Foreflight?
Hi Theo, in almost all of the EFB apps, it’ll be wherever the arrival and departure info for that airport is stored. If you are looking at a Jepp plate, it’ll be on the airport information plate.
Now the question is, where do you find those non-standard alternate minimums for people *not* using Foreflight?
Hi Theo, in almost all of the EFB apps, it’ll be wherever the arrival and departure info for that airport is stored. If you are looking at a Jepp plate, it’ll be on the airport information plate.