I’ve been wondering what to write about as follow-up articles explaining IFR. To be clear, I know only enough about IFR flying to pass a checkride but I think some of what I know will be helpful for the VFR pilots to understand how to work with IFR aircraft.

One of the things that never made sense to me as a VFR pilot was why aerodromes always had a circuit pattern that everyone was expected to fly but IFR aircraft would call up on a 10 mile final and expect everybody else to accommodate them. This made sense during IFR weather but why do these pilots expect to do their own thing on a clear VFR day?

It all makes sense to me now.

Most instrument approaches are not designed to have the aircraft fly a normal circuit once it gets close to the airport. Ideally, the aircraft will find the glidepath between 5 and 10 miles back from the runway and will fly a standard 3 degree long final to touchdown. This guarantees obstacle clearance and allows for a stabilized approach. IFR pilots fly the same procedure whether it is a sunny day or solid whiteout as a way to consistently and accurately fly the plane.

The challenge in mixed airspace is how both IFR and VFR traffic can play well together. Olds Didsbury airport (CEA3) is commonly used for IFR training and that airport doesn’t have a tower. It also has a lot of VFR students in the circuit. As an IFR aircraft you will be talking to Edmonton Centre until you are near Carstairs at 9000′. They will then give you an approach clearance to CEA3, a missed approach clearance to leave CEA3 (assuming you fly over and don’t land) and instructions on how to proceed until you are back in touch with them. They then clear you “out” of controlled airspace so you can get on 126.7 and the local frequency and start coordinating with the VFR traffic in the area.

Even though the controller has cleared you out of their airspace you are still expected to follow the IFR clearance they have given you. So you fly to one of the initial approach fixes (IAF), and fly the published procedure to the chosen runway, either 10 or 28.

You make radio calls announcing your intentions and expected time over the field so the VFR aircraft can extend their downwinds or delay their takeoffs to avoid a conflict. There isn’t really a way to adjust your IFR approach to accommodate VFR aircraft, but the CARS also state IFR aircraft don’t get priority. So you use a calm voice on the radio and hope everyone is friendly or you may need to go around and do the full procedure again.

Having IFR aircraft in the circuit probably isn’t helpful anyway. If you’re in a typical GA single doing 90 mph in the circuit with a Seneca that needs to do 130 mph, that Seneca will need to do at least a 3 mile final for spacing which will delay the circuit for everyone behind them. It’s easier to extend your downwind a bit and let IFR traffic fly their procedure, they will be out of your way pretty quickly.

When practicing IFR you don’t do touch and goes. You fly down to the minimum descent altitude, usually 200 or 300 AGL, and then start your overshoot. You fly to a waypoint about 5 miles ahead, climbing to the published altitude, then load up your next flight plan with the controllers next set of clearances. You will then fly that until you are back in touch with Centre and cleared into controlled airspace.

This makes it easier for planes on the ground, as IFR training aircraft probably won’t mind if you’re backtracking or landing just ahead of them. They may start their overshoot above circuit altitude anyway depending on the type of training they are doing.

The next time you hear an IFR aircraft pushing their way into the pattern 10 miles out, try and remember they’re following a published procedure and they would really appreciate if you could help them out a bit.