How do I interact with ATC when practicing approaches for maintenance of currency?

4 Answers

1. Best Answer
   
   

   
   

   Russ Roslewski on Dec 09, 2016

   It always seems more complicated than it is. Remember, you’re not the only person who has to do this – it’s a routine occurrence. As a result, ATC is familiar with and knows exactly what you want.

   I usually file with the same airport as the origin and destination. I will put a nearby VOR in as the route, just in case of a lost-comm situation. You can put “practice approaches at ABC” or something like that in the remarks, but I’ve found that’s not usually necessary. When you call for your clearance and the route is a round-robin, ATC will pretty quickly figure it’s a training flight and will ask what you’d really like to do.

   It’s no sweat, just file and get your clearance like normal. (Getting your clearance on the ground through whatever means available, including the national Clearance Delivery number is no other method – 888-766-8267).

   Have fun!

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   LTCTerry on Dec 12, 2016

   Will the OP’s plan result in log-able approaches? This FAA document describes logging Instrument Approaches: https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/media/2015/InFO15012.pdf

   It says: “When conducted in an aircraft… the pilot must operate that aircraft solely by reference to instruments” and “… the pilot must be established on each required segment of the IAP to the minimum descent altitude (MDA) or decision altitude/decision height (DA/DH).”

   If you break out of the clouds at 1000-1500′ AGL you are in VMC; w/o a safety pilot you can’t fly simulated instrument to MDA/DH/DA. Am I missing something?

   When I took my IFR checkride, the examiner suggested flying a couple of cross country flights on VFR days, but filing IFR for experience. Then gradually working in more and more actual IFR.

   Actual IFR days with a high ceiling can be a great confidence/experience enhancer, but not sure that approaches are log-able.

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3. 
   

   
   

   Russ Roslewski on Dec 12, 2016

   The approaches are loggable, depending on the exact situation of the weather.

   The FAA clarified this in the InFO document you quote (“InFO 15012”, dated 9/8/15), on page 2 and then some examples on page 3.

   Excerpt:

   “The FAA does not require the ceiling to be at MDA or DA/DH during a flight in IMC. When an aircraft is flying an IAP in IMC, two outcomes are possible:
   1. The aircraft will transition from IMC to visual meteorological conditions that allow a landing in accordance with § 91.175; or
   2. The aircraft will remain in IMC and execute a missed approach at the missed approach point (MAP) or DA/DH.
   In either case, a pilot may log the IAP.”

   Essentially, the result is that if the aircraft is in IMC past the FAF, it’s loggable. Which pretty much matches what I think most pilots have been doing for a long time.

   The requirement is that the aircraft be operated down to the DA/MDA, but it does not require either actual or simulated instrument conditions down to the DA/MDA (otherwise almost nobody would be current, since you could pretty much only log the approach if you had to go missed).

   This implies (but does not state outright), than if you break out of the clouds above DA/MDA but then abandon the approach and go do something else, you can’t log it. But I don’t think that’s a very common scenario.

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   david155e on Jan 04, 2017

   Others have added the FAR. As far as interacting with ATC, there is no magical phrases. Just remember when talking to ATC “who you are, where you are, what you want to do”. For example once up with approach say something like “XXX Approach, N12345, 20 miles south KXXX, request ILS with the option” Receiving the option allows you do perform whatever landing you want i.e touch and go, full stop, fly to the miss and practice a hold. Just make sure to keep ATC up to date on what you are doing. So at DA/DH/MDA you decide to do a go around…cool. Just tell ATC (since you won’t be up with tower at your airport, if not you would tell tower) “XXX approach, N12345 is missed approach as published” ATC now expects you to fly to your holding point and hold, they will issue an EFC, and ask your intentions. Then say something like “XXX Approach, N12345, holding as published at VOR (name), request vectors for the KXXX PAR (or whatever you want to do). wash rinse repeat.

   Couple side notes, DO NOT FLY HOOD if you are solo, or in actual IMC. The hood is for training when you have a second set of eyes. You can fly IFR in VMC weather (just remember if you are flying IFR, don’t switch back and forth from VFR, this can cause spatial disorientation). I hope I said that right, if not I can clarify.

   Other big side note, is safety first. you are a new IFR rated pilot, don’t try to “teach yourself”. I don’t mean this in a bad way, i really don’t but if you are new enough that you are still working on your ATC Comms, fly with an experienced IFR pilot, CFII, someone. Being task saturated and solo is a bad combination. I promise with experience IFR will come second nature, just don’t rush it.

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