The complete IFR flying guide: rating, procedures, and currency

The instrument rating allows a pilot to fly in instrument meteorological conditions (IMC) — when visibility and cloud clearance are below VFR minimums. Under 14 CFR 61.65, the requirements include:

Prerequisites: Hold at least a private pilot certificate. Be able to read, speak, write, and understand English. Receive and log ground and flight training from an authorized instructor.

Aeronautical experience: A minimum of 50 hours of cross-country flight time as PIC (of which 10 hours must be in airplanes). 40 hours of actual or simulated instrument time, including at least 15 hours from an authorized instructor. Three hours of instrument flight training within 2 calendar months preceding the practical test. An IFR cross-country of at least 250 NM along airways or ATC-directed routing with an approach at each airport.

Knowledge test: The FAA Instrument Rating Airplane (IRA) written test covers IFR regulations, procedures, weather, navigation systems, instrument approach procedures, and aeronautical decision making. A score of 70% or higher is required.

Practical test: The instrument checkride evaluates the applicant against the Instrument Rating Airman Certification Standards (ACS). It includes oral examination and flight evaluation covering all areas of instrument operations.

IFR flight plans can be filed through 1800wxbrief.com, by calling Flight Service, or through EFB applications. Unlike VFR flight plans, IFR flight plans are entered into the ATC system and result in an ATC clearance that the pilot must receive before departure.

Route options:The simplest route to file is "direct" (GPS direct to the destination). For longer routes or in congested airspace, file via airways — Victor airways (below 18,000 MSL) or Jet routes (18,000 and above). ATC may amend your filed route for traffic management. Common route formats include: direct (DCT), Victor airways (V-routes between VORs), GPS waypoints, and preferred IFR routes published by the FAA for busy city pairs.

Altitude: Request an altitude consistent with the hemispheric rule (91.179) that provides adequate terrain clearance and is at or above the Minimum En Route Altitude for your route. ATC will assign the final altitude in your clearance.

Receiving the clearance: At towered airports, contact clearance delivery to receive your IFR clearance. The standard format is CRAFT: Clearance limit, Route, Altitude, Frequency (departure), Transponder code. Read the clearance back in full. At non-towered airports, contact the appropriate ATC facility (approach or center) by radio or phone for a void-time clearance.

Standard Instrument Departures (SIDs)are published departure procedures designed to move IFR traffic safely from the airport to the en route structure. SIDs specify headings, altitudes, and waypoints from takeoff through the transition to the airway system. Pilots must have the SID chart available and be able to comply with all altitude and speed restrictions unless otherwise cleared by ATC. If unable to fly a SID, file "NO SID" in the remarks section of the flight plan.

Obstacle Departure Procedures (ODPs) are published for airports where terrain or obstacles require a specific departure path for obstacle clearance. Unlike SIDs, ODPs are typically textual (not graphical) and are found in the FAA Terminal Procedures Publication. Following an ODP is not required by regulation but is strongly recommended — especially in IMC, where the pilot cannot see and avoid obstacles visually.

Standard Terminal Arrival Routes (STARs)are the arrival equivalent of SIDs. They transition IFR traffic from the en route structure to a position from which an instrument approach can be conducted. STARs include altitude and speed restrictions at specific waypoints. Expect clearance from ATC to "descend via" the STAR, which means comply with all published altitude and speed restrictions.

Instrument Approach Procedures (IAPs) guide the aircraft from the en route or arrival environment to a position from which a landing can be made visually. Types include precision approaches (ILS, GLS), approaches with vertical guidance (LPV, LNAV/VNAV), and non-precision approaches (VOR, NDB, LOC, LNAV). Each approach has published minimums — the Decision Altitude (DA) or Minimum Descent Altitude (MDA) and required visibility — below which the pilot must see the runway environment to continue the approach.

ATC may instruct a pilot to hold at a fix when traffic congestion, weather, or other factors prevent continued routing. Holding involves flying a racetrack pattern at a specified fix, altitude, and direction of turns.

Standard holding: Right-hand turns, one minute inbound legs (or one and a half minutes above 14,000 MSL), at the altitude and airspeed specified in the holding clearance. Non-standard holding uses left turns and will be explicitly stated by ATC.

Holding entries: The three entry types are determined by the heading at which you arrive at the holding fix relative to the holding pattern: direct entry (fly directly to the fix and turn to join the holding pattern), teardrop entry (fly outbound on a 30-degree offset, then turn inbound), and parallel entry (fly outbound parallel to the inbound course, then turn to intercept). AIM Chapter 5 provides the entry sector diagram.

Holding speeds: Unless otherwise specified, maximum holding speeds are 200 KIAS at or below 6,000 MSL, 230 KIAS between 6,001 and 14,000 MSL, and 265 KIAS above 14,000 MSL. Exceeding holding speeds expands the protected airspace and may result in obstacle clearance issues.

Fuel awareness:Holding consumes fuel rapidly. If holding is expected, recalculate your fuel endurance and communicate to ATC if fuel becomes a concern. "Minimum fuel" advises ATC that you can accept little or no delay. "Emergency fuel" declares an emergency and gives you priority.

IFR flight requires specific minimum altitudes along airways and routes. Understanding the differences between these altitudes is critical for safe IFR operations:

Minimum En Route Altitude (MEA): The lowest published altitude on an airway segment that guarantees adequate signal reception from the navigation facility defining the airway and meets obstacle clearance requirements. In non-mountainous areas, MEA provides at least 1,000 feet of obstacle clearance. In designated mountainous areas, it provides at least 2,000 feet.

Minimum Obstruction Clearance Altitude (MOCA): The lowest altitude on an airway that provides the required obstacle clearance. MOCA guarantees navaid reception only within 22 NM of the VOR defining the airway. Beyond 22 NM, the signal may be unreliable. MOCA is identified on charts with an asterisk (*) or "T" preceding the altitude.

Minimum Crossing Altitude (MCA): The lowest altitude at which you must cross a specific fix when proceeding to a higher MEA. MCAs exist where terrain rises ahead and the aircraft needs altitude to maintain obstacle clearance beyond the fix.

Minimum Reception Altitude (MRA): The lowest altitude at which a specific intersection can be positively identified using conventional navigation. With GPS, most intersections can be identified regardless of altitude, but the MRA remains relevant for VOR-based navigation.

Off-route obstruction clearance altitude (OROCA): Provides 1,000 feet of clearance (2,000 in mountainous areas) within the quadrangle shown on IFR charts. OROCA does not guarantee navaid reception and is used as a reference for emergency descent or when flying outside established airways.

14 CFR 91.169 requires an alternate airport in the IFR flight plan unless the destination forecast meets specific weather criteria. The rule is commonly known as the 1-2-3 rule:

An alternate is required if, from one hour before to one hour after the estimated time of arrival (ETA), the destination weather is forecast to have a ceiling below 2,000 feet above the airport elevation or visibility below 3 statute miles. The "1" is the one-hour window, the "2" is the 2,000-foot ceiling, and the "3" is the 3-statute-mile visibility.

Selecting an alternate: The alternate airport must have a published instrument approach. The weather at the alternate must be forecast to meet specific minimums at the ETA: for a precision approach (ILS), the ceiling must be at least 600 feet and visibility at least 2 statute miles. For a non-precision approach, the ceiling must be at least 800 feet and visibility at least 2 statute miles. If the alternate has no published approach, the weather must allow descent from MEA, approach, and landing under basic VFR conditions.

Fuel for the alternate: Under 14 CFR 91.167, IFR fuel requirements include fuel to fly from the destination to the alternate (if required) plus 45 minutes at normal cruise speed. This fuel must be onboard at departure, even if conditions at the destination improve and you never fly to the alternate.

Practical consideration: The 1-2-3 rule determines whether you must list an alternate on the flight plan and carry alternate fuel. It does not guarantee you can actually get into the destination. Many experienced IFR pilots always file an alternate regardless of forecast conditions — weather forecasts are predictions, not guarantees.