        Common IFR Student/Pilot ErrorsUsing the Wrong Heading Setting - This is most commonly resultant from not correctly setting the heading indicator during the run-up phase of the plane on the ground and can be attributed to misuse/lack of use of an appropriate checklist. It can also be resultant from lack of awareness of gyroscopic precession of the heading indicator during flight conditions. Regular checks of this are necessary. Check the instrument with a reliable magnetic compass during straight and level flight or if in VFR conditions turn to known headings and check the instrument. A lack of awareness of this can lead to inaccurate navigation and potentially lead to a pilot’s becoming lost. |
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| Inappropriate Frequency Selection/Identification - During instrument flight a variety of radio frequencies are used. This requires diligence in staying aware of what frequency you are supposed to be on in relation to what frequency you are actually on. This also includes making sure you are transmitting on the correct frequency. Not only does this apply to frequencies for communication, but also for navigation. Navigation frequencies for things such as VORs, ADFs, ILS systems, etc. must be identified via the Morse code identifier diligently. Failure to do so can result in pilots being on the wrong frequency for navigation and lead to errant navigation. | |
| Failure to Report as Required - During IFR flight there are a number of required reporting points that pilots must adhere to. This is a safety intensive requirement. Any IFR pilot should remain aware of these reporting points. Many find it useful to keep list of required reporting points with them in the plane when they are flying. | |
| Maintaining Assigned Altitude - During IFR flight it is important to maintain assigned altitudes. IFR flight rules on this requirement are designed to maintain traffic separation and are for your own safety. One way to keep yourself aware of this is to write down on paper the last assigned altitude as you receive each altitude. Second, if available set an altitude bug to the assigned altitude if available. If not available, a grease pen mark or a stick note can serve as a reminder. | |
| Instrument Fixation/Lack of Instrument Scan - One of the most fundamental parts of IFR flight is the maintenance of an instrument scan that will allow the pilot to not fixate on one or select instruments. By scanning the instruments systematically, the pilot will be able to be more aware of possible instrument malfunctions and to stay vigilant in maintaining an appropriate flight attitude. To continue an instrument scan without becoming fixated on select instruments requires a conscious effort and practice. | |
| Excessive Bank Angle - Flight under instrument conditions can be a very tiring and disorienting experience. A common error that pilots of all levels make is to exceed the standard bank angle used during flight. | |
| Inappropriate Trim Usage - As a VFR pilot, many times trim is not utilized to its fullest potential. During IFR flight, correct usage of trim greatly helps a pilot to maintain a level flight attitude and assigned altitudes. | |
| Detailed Planning - One of the worst errors an instrument pilot can make is to not plan appropriately. This should include detailed planning for potential problems that may occur during flight. This should be taking to the level of a pre-flight walkthrough of the entire flight that will be conducted. | |
| Coordinated Flight - As pilots enter IMC conditions, many times they become disoriented or may lose their proficiency at maintaining a flight attitude that is coordinated. Continuing a proficient instrument scan will help to keep a pilot alert for this condition. A key instrument for this will be the turn coordinator and the attitude indicator as a backup instrument. It is important that the instrument pilot rely on the instruments and not their own feelings to determine correct aircraft attitude and a coordinated flight condition. | |
| Over-controlling - During instrument flight, small corrections are most appropriate. This allows the pilot to avoid unusual attitudes and over-correction for aircraft position and attitude. | |
| Sensing Vs. Reverse Sensing - During VOR tracking or flying approaches many pilots have difficulty recognizing whether they are forward or reverse sensing. The key to this is to look for are the TO of FROM indication on the VOR in relation to the bearing it is tuned to. This is important due to the fact that it determines what direction a pilot must fly in order to align the aircraft with the selected radial (your aircraft is the ball). If forward sensing, fly the ball to the needle. If reverse sensing fly the needle to the ball (your aircraft is in the position of the needle). | |
| Wind Correction - As a pilot flies an instrument flight, they many times will not be able to determine wind correction by reference to the ground. This requires that the pilot use their flight computer regularly while in flight to maintain their on course heading accuracy. | |
| Homing Vs. Tracking - There is a strict difference between the practice of homing and that of tracking. The importance is relevant to in-flight conditions at many instances. Homing is the practice of flying to a known station using any combination of headings. Tracking is the process of attempting to fly to a station or point using a specific radial of a navigation facility. | |
| Cockpit Disorganization - Flight during IMC conditions or under IFR flight rules creates a busy cockpit for any pilot. An unorganized cockpit can create added difficulty for a pilot and cause distractions that can lead to flight accidents. A pilot should organize the cockpit ergonomically and logically. | |
| Reporting Instrument Failures to ATC - Many pilots fail to remember that even if an instrument is not being used for the navigation/flight being conducted, if it fails during flight it must be reported to ATC. This may not require any change in flight plan, but is important to notify ATC of. | |
| Altitude Busting - A common error that is both unconsciously and consciously made by IFR pilots is to descend below the minimum altitude assigned or allowed for the location or procedure being followed. This is most common on instrument approaches where pilots descend below the minimum approach altitude in order to try to get into an airport with poor weather conditions. These minimum altitudes are set aside for safety purposes and absolutely must be adhered to if a pilot desires to keep themselves accident free in their flight career. | |
| Fatigue/Health - Instrument flying can be both mentally and physically tiring. A pilot should remain aware of their limitations and not fly beyond them. This can be related to both beginning a flight when you are tired or sick or continuing a flight past the point of exhaustion. To fly in an unhealthy or tired state dulls our senses and leads to unsafe flight due to errors that we make inadvertently. | |
| Rush to Land - At some point in most instrument pilot’s careers they will be flying in weather conditions that they truly do not want to remain in. In many cases, they will feel as though they simply want to get on the ground. Some pilots find themselves rushing approach processes or descending below minimums in these conditions. If you ever feel this, simply remember that you should slow down, follow procedures carefully, or you may end up landing sooner than you like and it may not be at the airport where you intended to land. Safety is first in IFR flight, and the procedures taught are typically established to maintain safe flight, so follow them. Cutting corners or rushing can lead to disasters. | |
| Instrument In-familiarity - For instrument flight it is important that a pilot be comfortable with and understand fully how to use the instruments that will used for intended flights. This is especially true for radio and navigation tools in the plane. Failure to be familiar with these instruments can lead to great difficulty or confusion during flight. This is a consideration many times overlooked and attention should be given to this area anytime a pilot is going to fly a plane that they are not familiar with. It is best if a pilot can fly the aircraft for a brief orientation before entering into any IMC conditions. | |
| IFR Currency Requirement for the Plane - While most pilots remember what the IFR currency requirements for an airplane are while they are training, few actually check the aircraft logs to actually see if the aircraft is fully current for flight into IMC or under IFR flight rules. Regularly checking this or performing the necessary checks is important. The most commonly overlooked check is the VOR system check for accuracy. This must be conducted every 30 days. These checks are important to guarantee instrument accuracy or reliability. | |
| Understanding the Weather - While many pilots think they understand the weather well, many do not understand how the weather affects the specific airplane they are flying or what the true limitations are of the aircraft. It is important to know these limitations and never exceed them. | |
| Distractions - Cockpit distractions are the cause of many types of aviation accidents. This is related to having an organized cockpit, but also relates to others within the cockpit. During busy airspace, the best habit is to institute a “sterile cockpit” where the pilot headset is either isolated from all other noises or the passengers are told to remain quiet either at all times or when a certain signal is given to allow the pilot to remain fully concentrated on the task at hand and the control of the aircraft. | |
| Instrument Scan - A good instrument scan is probably one of the most critical skills of instrument flight. Instrument flight includes a basic instrument scan, the interpretation of the instruments correction, and then aircraft control based on the interpretation of the instruments scanned. Without a correct instrument scan, the next two steps of the process cannot be completed accurately and can cause disaster. For most pilots, there are three major errors to look out for during their instrument scan. They are as follows: | |
| Fixation: This is the focusing of attention on one instrument instead of continuing an instrument scan. Fixation means the pilot only uses the one instrument for flight information. An instrument pilot must remain aware of their focus and continue a systematic instrument scan to remain safe during flight. | |
| Emphasis: Instead of relying on a combination of instruments for airplane performance information, some pilots emphasize a single instrument. This is different from fixation because the student may still continue an instrument scan of other instruments, but is devoting too much attention to a particular instrument. | |
| Omission: The last common error made during and instrument scan is the omission of an instrument during the scan. It is important to continue the instrument scan to include all instruments pertinent to flight that are operable. | |
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