IFR into “Non-Controlled” Airspace!

Once upon a time, long ago, only an ILS got you to the ground in seriously crappy weather and the FAA protected that arrival from local “VFR” traffic with a 700agl echo transition airspace (and even a surface area echo). This assured some legal separation for IFR from VFR traffic. But now we fly LPV approaches into almost every small county field right down into the weeds and the FAA provides no airspace protection. You are IFR in the clouds down through the uncontrolled airspace into all kinds of local flight possibilities; potentially operating “one mile clear of clouds” with no radios!

Let’s review this quickly so we understand the problem clearly. When Orville and Wilbur were flying, everything was G airspace or “go for it”; no IFR, no serious restrictions. But as the instrument flight system was created, the 3 mile visibility minimum was created in controlled (IFR) airspace and the “buffer” of 2000 horizontal, 1000 above and 500 below was created to provide separation VFR/IFR. Visual separation was at least possible for faster moving IFR plane transitioning into visual at a smaller, non-tower; and remember no communications are required. These fields look like Watertown if an ILS is in place with weather protection to the surface. On the other side of the equation is the IFR approach plate which seemingly insures a safe descent from the clouds.

But with the advent of the many wonderful RNAV IFR letdowns into smaller county fields – right down to the ground – our current airspace now provides no separation for IFR operations from the local traffic potentially operating “one mile clear of clouds.” The even scarier issue is no requirement for communications at these non-tower fields. (And remember, I own a 1946 7AC Champ and love “low and slow”). Take a look at Raleigh Executive Jetport (KTTA) with only a 700agl Echo transition airspace. This field has an ILS approach that goes right down to 200agl in the clouds and records 172 operations a day at this busy reliever airport. You are “flying naked” into the “go for it” (G) airspace!  This is just crazy.

This all was all precipitated by the latest VFR sectional, where the 700 agl transition around my local airport mysteriously disappeared on the last issue of the VFR chart. With RNAV approaches down into the weeds, anyone could be flying up to 1200agl “one mile clear of clouds” (and don’t think this does not happen). The FAA needs to get serious about this IFR/VFR separation problem. We have fast movers shooting these approaches everyday and the potential for collisions is definitely an “accident waiting to happen”. Fly often (and safely).


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SAFE CFI-PRO™ Released @ SnF!

Our SAFE CFI-PRO™ initiative was well received by the press and industry on April 3rd at Sun ‘N Fun and we had an  amazing show here in Florida. See all the industry visitors to our booth on our SAFE Facebook. There are many livestream videos from our booth with manufacturers like Piper, Cirrus, Lightspeed, Bose, Appereo and industry partners like Patty Wagstaff and Richard McSpadden.

We announced the date for our initial CFI-PRO™ workshop on October 2nd and 3rd at AOPA in Frederick, MD. This ambitious program is the ultimate expression of our SAFE mission of elevating aviation educator excellence. The purpose of these workshops is to codify and transmit the knowledge and skills that make a CFI professional truly proficient – far beyond the perfunctory FAA initial training. We are addressing the “CFI Gap” between “good and Great!” The heart of this workshop is our “Envelope Expansion Maneuvers.” We will present these in detail and explain the aerodynamics behind them. We hope to also fly them at the workshop so we can ultimately transmit these to every pilot at every airport (though our  CFI-PRO™ cadre) and expand pilot’s abilities to reduce the incidence of Loss of Control accidents.

There are great learning opportunities at this two-day course for every CFI. For new CFIs we will provide the “missing manual” of skills and techniques to elevate each educator from “good to great” taking you far beyond the FAA minimum standards. For the more experienced CFI we will reveal new and modern concepts of scenario-based training and testing and also focus on client-centered instruction. Everyone will also love the networking opportunities with some of the best educators in the country. A passion for excellence is energizing and a shared mission for improvement is  contagious.

What we mean by “expanding the flight envelope” is getting away from just scenario-based training and exploring flight outside the standard 5% “comfort zone” where we all fly. By definition “scenarios” are pretty tame flying. Envelope expansion maneuvers are non-operational, skill-building techniques and focus on full control authority. As an example, take a normal steep turn at the commercial level and reverse the heading after 180 degrees of turn. After you gain proficiency with this, reverse after only 90 degrees of turn. These 60/90s have been a standard tool of senior CFIs to build proficiency for many years.

As another example, perform a standard power off turning stall and recover in the turn without adding power – just reduce the angle of attack; what a confidence booster for both CFI and pilots. A normal turning stall is a required maneuver on the Private Pilot ACS but seldom taught by CFIs or well known by most students sent to a private pilot test. How about a power off stall in a full slip…what will your plane do? If you don’t know you are a good candidate for SAFE CFI-PRO™. We will cover the aerodynamics of this situation and also teach the maneuver in flight. You will become a more proficient CFI-PRO™. As we travel this program, we will depend on our growing cadre of professionals to spread these SAFE Expanded Envelope Maneuvers to other CFIs and our general aviation pilot population. Moving every pilot out of their complacent “comfort zone” by refocusing on confident “yank and bank” maneuvering is the antidote for LOC-I.

More people die in every sector of aviation due to LOC-I than to any other cause. The NTSB has been excellent at keeping this fact in front of the public until we figure out how to change the way we train pilots.” Realistically, however, Brooks adds, “If we look at how we spend our training time versus the LOC problem, there’s a huge gap, yet we continue training pilots the way we always have.”

The secret of success for SAFE CFI-PRO™ is teaching a syllabus of maneuvers that can be flown in a any standard part 23 training aircraft (no parachutes or exotic aerobatic planes required). This program is scalable to every pilot at every airport in the hands of a skilled CFI-PRO™ and ends up being highly effective at building skills. Pursuing an Upset Prevention and Recovery Course as the next step would be a great addition. Find more information here and please enter your contacts to receive more details as they become available. Registration will be available in about a month; stand by for a great educational experience.

In the meantime, fly safely (and often) and keep in touch. Together we are going amazing places.


Apple or Android versions.

Join SAFE to support our safety mission of generating aviation excellence in teaching and flying. Our amazing member benefits pay back your contribution (1/3 off your ForeFlight subscription)! Our FREE SAFE Toolkit App puts required pilot endorsements and experience requirements right on your smartphone and facilitate CFI+DPE teamwork. Our CFI insurance was developed specifically for CFI professionals (and is the best value in the business).