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The more experience a pilot has in VFR and IFR flight,
the more proficient a pilot becomes. VFR experience can
be gained by flying in terminal areas with high traffic
activity. This type of flying forces the pilot to polish the
skill of dividing his or her attention between aircraft control,
navigation, communications, and other flight deck duties.
IFR experience can be gained through night flying which
also promotes both instrument proficiency and confidence.
The progression from flying at night under clear, moonlit
conditions to flying at night without moonlight, natural
horizon, or familiar landmarks teaches a pilot to trust the
aircraft instruments with minimal dependence upon what
can be seen outside the aircraft. It is a pilot’s decision to
proceed with an IFR flight or to wait for more acceptable
weather conditions.
Recency of Experience
Currency as an instrument pilot is an equally important
consideration. No person may act as pilot in command of an
aircraft under IFR or in weather conditions less than VFR
minimums unless he or she has met the requirements of part
91. Remember, these are minimum requirements.
Airborne Equipment and Ground Facilities
Regulations specify minimum equipment for filing an IFR
flight plan. It is the pilot’s responsibility to determine the
adequacy of the aircraft and navigation/communication
(NAV/COM) equipment for the proposed IFR flight.
Performance limitations, accessories, and general condition
of the equipment are directly related to the weather, route,
altitude, and ground facilities pertinent to the flight, as well
as to the flight deck workload.
Weather Conditions
In addition to the weather conditions that might affect a
VFR flight, an IFR pilot must consider the effects of other
weather phenomena (e.g., thunderstorms, turbulence, icing,
and visibility).
10-23
Figure 10-14. Maintaining an instrument scan in severe turbulence can be difficult.
Turbulence
Inflight turbulence can range from occasional light bumps
to extreme airspeed and altitude variations that make aircraft
control difficult. To reduce the risk factors associated with
turbulence, pilots must learn methods of avoidance, as
well as piloting techniques for dealing with an inadvertent
encounter.
Turbulence avoidance begins with a thorough preflight weather
briefing. Many reports and forecasts are available to assist
the pilot in determining areas of potential turbulence. These
include the Severe Weather Warning (WW), SIGMET (WS),
Convective SIGMET (WST), AIRMET (WA), Severe Weather
Outlook (AC), Center Weather Advisory (CWA), Area Forecast
(FA), and Pilot Reports (UA or PIREPs). Since thunderstorms
are always indicative of turbulence, areas of known and forecast
thunderstorm activity will always be of interest to the pilot. In
addition, clear air turbulence (CAT) associated with jet streams,
strong winds over rough terrain, and fast moving cold fronts are
good indicators of turbulence.
Pilots should be alert while in flight for the signposts of
turbulence. For example, clouds with vertical development
such as cumulus, towering cumulus, and cumulonimbus are
indicators of atmospheric instability and possible turbulence.
Standing lenticular clouds lack vertical development but
indicate strong mountain wave turbulence. While en route,
pilots can monitor hazardous inflight weather advisory
service (HIWAS) broadcast for updated weather advisories,
or contact the nearest AFSS or En Route Flight Advisory
Service (EFAS) for the latest turbulence-related PIREPs.
To avoid turbulence associated with strong thunderstorms,
circumnavigate cells by at least 20 miles. Turbulence may
also be present in the clear air above a thunderstorm. To
avoid this, fly at least 1,000 feet above the top for every 10
knots of wind at that level, or fly around the storm. Finally,
do not underestimate the turbulence beneath a thunderstorm.
Never attempt to fly under a thunderstorm. The possible
results of turbulence and wind shear under the storm could
be disastrous.
When moderate to severe turbulence is encountered, aircraft
control is difficult, and a great deal of concentration is
required to maintain an instrument scan. [Figure 10-14] Pilots
should immediately reduce power and slow the aircraft to
the recommended turbulence penetration speed as described
in the POH/AFM. To minimize the load factor imposed on
the aircraft, the wings should be kept level and the aircraft’s
pitch attitude should be held constant. The aircraft is allowed
to fluctuate up and down, because maneuvering to maintain
　
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