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Instrument rating · ACS IR.V.B · Instructor lesson plan

Departure, En Route and Arrival

Student pack: Train: Departure, En Route and Arrival · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain departure, en route and arrival in their own words, apply it in a realistic situation, and fly it to the ACS standard for IR.V.B.

Why it matters for safety: Departures and arrivals are where IFR airplanes are closest to terrain and other traffic. Missing a climb gradient after takeoff in cloud, or descending early on an arrival, puts the airplane where no one has checked for obstacles. Following the published procedure, and checking it’s one your airplane can fly, is what keeps the protection in place.

2 · Assign before the lesson

Pre-work: the free Train pack, Departure, En Route and Arrival. Departure procedures and climb gradients, airways and altitudes, STARs, and working with ATC.

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Pack: pilotprep.pro/train/ifr/departure-en-route-and-arrival-operations · Full lesson: pilotprep.pro/prepare/ifr/departure-en-route-and-arrival-operations

3 · Teach sequence

Key points to land

  • An ODP is for obstacle clearance; under Part 91 it is recommended, and you may fly it without an ATC clearance. A SID is an ATC procedure: fly it only when cleared for it and you accept it; if you can't, tell ATC, or file "NO SID".(Instrument Procedures Handbook (FAA-H-8083-16B), Departures; 14 CFR 91.123, 91.175(f))
  • The standard climb gradient is 200 feet per nautical mile. A higher published gradient must be met, or you need another plan.(AIM, Chapter 5, Section 2 (departure procedures))
  • Climb gradient to feet per minute: gradient × groundspeed ÷ 60. At 90 knots, 200 ft/nm is 300 fpm.(Instrument Procedures Handbook (FAA-H-8083-16B), Departures)
  • En route altitudes: MEA (nav signal and obstacle clearance); MOCA (obstacle clearance for the whole segment; VOR signal assured only within 22 nm, and you may fly it only where the nav signal is available); off-route, 1,000 feet above the highest obstacle within 4 nm (2,000 in mountains).(Instrument Procedures Handbook (FAA-H-8083-16B), En Route Operations; 14 CFR 91.177)
  • STARs: published speed restrictions apply whether or not you're cleared to "descend via"; "expect" altitudes and speeds are for planning only. "Descend via" means meet every published altitude, down to but not below the lowest one, then level off and wait.(AIM, Chapter 5, Section 4 (arrival procedures))
  • Even on an IFR flight plan, in VMC you must see and avoid other traffic.(14 CFR 91.113(b))
  • In-cockpit weather such as ADS-B NEXRAD is minutes old. Use it to plan around weather, not to pick a way through cells.(AIM 7-1-9 and 7-1-11 (FIS-B and in-cockpit weather))

Departures

  • Look for a triangle T on the approach chart: the airport has non-standard takeoff minimums or an ODP in the front of the TPP.(Instrument Procedures Handbook (FAA-H-8083-16B), Departures)
  • Part 91 operators have no required takeoff minimums, but obstacles don’t care. Fly the ODP (or an assigned SID) when one exists. With no ODP, the diverse departure assumes you cross the departure end of the runway at least 35 feet above it, climb to 400 feet above it before turning, and keep 200 feet per nm to the minimum IFR altitude.(Instrument Procedures Handbook (FAA-H-8083-16B), Departures; AIM 5-2-9)
  • A SID may say "climb via": follow its published altitude restrictions up to the top altitude in the clearance.(AIM, Chapter 5, Section 2 (departure procedures))
  • Check you can meet the climb gradient with your airplane’s performance at today’s weight and temperature.(Your airplane's POH/AFM)
  • If you can’t meet the gradient: fly the published visual climb over the airport (VCOA) if the ODP has one and the weather meets its ceiling and visibility (tell ATC); use another runway or departure; reduce weight; or wait for cooler air. Say "unable" to a clearance you can't fly.(AIM, Chapter 5, Section 2 (departure procedures); Instrument Procedures Handbook (FAA-H-8083-16B), Departures)

En route

  • Fly at or above the MEA (the MOCA where the nav signal is available). ATC may assign an altitude below the MEA on a radar vector (the minimum vectoring altitude).(Instrument Procedures Handbook (FAA-H-8083-16B), En Route Operations; 14 CFR 91.177)
  • MRA (minimum reception altitude): the lowest altitude at which an intersection can be identified. MCA (minimum crossing altitude): climbing toward a higher MEA, cross that fix at or above the MCA, so start the climb early enough. With no MCA, climb to the higher MEA right after passing the point where it begins.(Instrument Procedures Handbook (FAA-H-8083-16B), En Route Operations; 14 CFR 91.177(b))
  • ATC services: radar vectors, traffic advisories (workload permitting), safety alerts for terrain and traffic.(AIM, Chapter 4, Section 1 (ATC services))
  • Follow ATC instructions promptly, use standard phraseology, and request what you need: deviations, altitudes, weather.(AIM, Chapter 5, Section 3 (en route procedures))
  • Update the weather in flight: ATIS, Flight Service, ADS-B weather. Plan the next decision before the weather forces it.(AIM 7-1-9 and 7-1-11 (FIS-B and in-cockpit weather))

Arrivals and traffic

  • Brief a STAR’s altitudes and speeds early. Its speeds apply in any case; "descend via" also clears you down its altitudes to the lowest published one, staying above the MEAs unless ATC says otherwise; without it, wait for an altitude.(AIM, Chapter 5, Section 4 (arrival procedures))
  • The whole task: select and identify the facilities; run the checklists for each phase; use current charts; talk to the right controller and comply promptly; intercept courses on time; fly the charted procedures within standards; update the weather in flight and use the datalink displays for awareness; and manage it all with SRM.(Instrument Rating ACS (FAA-S-ACS-8C), IR.V.B.S1-S10)
  • Traffic displays show only some aircraft (those with ADS-B Out or visible to the ground system). No target doesn’t mean no traffic.(AIM, Chapter 4, Section 1 (ATC services))
  • In VMC on an IFR clearance, keep looking outside. ATC traffic calls are workload permitting.(14 CFR 91.113(b))

Watch for in the airplane: Your instructor watches for a departure procedure briefed before takeoff, a gradient you know you can meet, correct en route altitudes, and STAR restrictions flown as cleared.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What is the standard IFR climb gradient?

    A strong answer: 200 feet per nautical mile.

  2. Understand · Why does groundspeed matter for a climb gradient?

    A strong answer: The gradient is per mile. The faster I cover the ground, the more feet per minute I need, so a strong tailwind needs more climb rate.

  3. Apply · The ODP needs 350 ft/nm to 3,000 feet. Your airplane climbs 500 fpm at 90 knots groundspeed today. Can you fly it?

    A strong answer: 350 × 90 ÷ 60 is 525 fpm. I can’t make it reliably, so I ask for another departure or wait for better conditions.

Scenarios to talk through

  • The approach chart for your departure airport has a triangle T. What do you do?

    Sound decision: Look up the takeoff minimums and ODP in the front of the TPP and brief it before takeoff.

  • ATC clears you to descend via the STAR. What does that mean?

    Sound decision: Descend at my discretion, meeting every published altitude and speed restriction on it, down to but not below its lowest published altitude; "expect" values are only for planning.

  • In VMC on an IFR flight, your traffic display is empty. Can you stop looking outside?

    Sound decision: No. Not everything shows on the display; I still see and avoid.

5 · Common student errors

  • Skipping the ODP check.

    Why it matters: Terrain near the airport.

    How to correct it: Look for the triangle T every time.

  • Not converting the gradient.

    Why it matters: You can’t tell if you can make it.

    How to correct it: Gradient × groundspeed ÷ 60.

  • Using NEXRAD to thread cells.

    Why it matters: It’s minutes old.

    How to correct it: Plan wide deviations early.

6 · Completion standard

  • Maintain airspeed ±10 knots, altitude ±100 feet, selected headings ±10°, and a course with no more than ¾-scale CDI deflection.
  • Comply with all applicable charted procedures.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on IR.V.B: pilotprep.pro/exam?exam=IFR&focus=IR.V.B

7 · References

  • Instrument Flying Handbook (FAA-H-8083-15B), Navigation systems
  • Instrument Procedures Handbook (FAA-H-8083-16B), Departures; en route; arrivals
  • Aeronautical Information Manual (AIM), Chapters 1, 4, 5 and 7
  • Instrument Rating ACS (FAA-S-ACS-8C), Area V
  • Airman Certification Standards, task IR.V.B

PilotPrep instructor lesson plan, from the Departure, En Route and Arrival lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.