![]() This is the beginning of a critical time period, when you’re knowingly descending from a safe altitude toward the ground, so I like to pull back for a few seconds and pretend I’m the copilot. I use the final approach fix as my last go or no-go decision point. Once the approach is briefed (ideally in cruise), you’re not done verifying things. The difference between a full ALSF-2 and two lonely REILs is dramatic. Last, I note the type of approach lighting to look for. Then, I look to see if there’s a visual descent point on the approach plate-it’s helpful for making a stabilized approach to the runway from minimums. On an RNAV approach, it’s easy to mistake a decision altitude on an LPV approach (no level off) for a minimum descent altitude on an LNAV approach (level off and look for the runway). First, I confirm the type of minimums that are applicable. I’ve added three things to my typical briefing, based on lessons learned. For a single pilot in a Cessna or Cirrus, such a briefing might add a few topics, such as any personal minimums you have or any equipment limitations. It doesn’t matter if an airline crew has flown the same approach 100 times both pilots will review the essential information and make sure they’re both expecting the same thing. In 2020, these have less to do with identifying VORs and more to do with managing technology, but the fundamentals remain the same. And approaches are where habits matter most. That means more than just physical skills-a good instrument pilot has good habits, ones that automatically build in safety margins. Instrument training should embrace that challenge, with a focus on both attitude-instrument-flying technique and a true pilot-in-command mindset. The combination of high stakes and an unrelenting workload makes for a unique challenge, and there’s no undo button. If you’re a heart surgeon, you might disagree, but for almost everyone else, there’s nothing that compares. Single-pilot IFR is the hardest thing most people will ever do.
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