Table of Contents

Studies have shown that an untrained pilot, deprived of visual reference to the horizon, quickly becomes spatially disoriented. Influenced by physical sensations, the aviator refuses to believe information displayed by the flight instruments and soon loses control of the aircraft. The key to successful instrument flying is thorough training. In flight, the pilot learns to rely entirely on the indications of the flight instruments, and while on the ground, learns the procedures and regulations that apply under instrument flight rules (IFR).

Federal Aviation Regulations Part 61 stipulates that no person may act as pilot-in-command (PIC) of a civil aircraft under IFR or in weather conditions less than the minimums prescribed for visual flight rules (VFR) unless he/she holds an instrument rating. The rating must be for the category of aircraft to be flown; e.g., airplane or rotorcraft. In addition, any flight in Class A airspace (from 18,000 feet MSL to and including FL600) requires an instrument rating, as VFR flight is not allowed. Commercial airplane pilots who carry passengers for hire at night or on cross-country flights of more than 50 nautical miles (NM) are also required to hold an instrument rating.

Unless otherwise authorized, each person operating an aircraft shall, when an instrument let-down to an airport is necessary, use a standard instrument approach procedure prescribed for that airport. Instrument approach procedures are depicted on Jeppesen and National Ocean Service (NOS) Instrument Approach Procedure Charts.

ATC approach procedures depend upon the facilities available at the terminal area, the type of instrument approach executed, and the existing weather conditions. The ATC facilities, navigation aids, and associated frequencies appropriate to each standard instrument approach are given on the approach chart.

Departure Procedures (DPs)

To simplify air traffic control clearance delivery, coded ATC departure procedures called Instrument Departure Procedures (DPs) have been established at certain airports. Pilots may be issued a DP whenever ATC deems it appropriate. If the PIC does not wish to use a DP he/she is expected to advise ATC. If the pilot does elect to use a DP, he/she must possess at least the textual description.

Enroute Procedures

Normal procedures en route will vary according to the proposed route, the traffic environment, and the ATC facilities controlling the flight. Some IFR flights are under radar surveillance and control from departure to arrival; others rely entirely on pilot navigation. Flights proceeding from Class E airspace to Class G airspace are outside ATC jurisdiction as soon as the aircraft is outside of Class E airspace.

Where ATC has no jurisdiction, an IFR clearance is not issued. ATC has no control over the flight; nor does the pilot have any assurance of separation from other traffic.

With the increasing use of the national airspace, the amount of Class G airspace is diminishing, and the average pilot will usually file IFR via airways and under ATC control.

Standard Terminal Arrivals (STARs)

Standard Terminal Arrivals (STARs) are used in much the same way as DPsto relieve frequency congestion and to expedite the arrival of aircraft into the terminal area. Like DPs, STARs may be issued by air traffic control whenever it is deemed appropriate. As with DPs, the PIC may either accept or decline a STAR, but if the STAR is accepted, the pilot must possess at least the textual description of the procedure. Should the pilot not wish to use a STAR, the pilot should make a notation to that effect in the remarks section of the flight plan.