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Instrument rating · ACS IR.V.B · lesson pack

Departure, En Route and Arrival

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Why this one matters

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.

1 · Know these cold

  • •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))

2 · The lesson

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))

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

  • Maintain airspeed ±10 knots, altitude ±100 feet, selected headings ±10°, and a course with no more than ¾-scale CDI deflection.(Instrument Rating ACS (FAA-S-ACS-8C), IR.V.B.S7)
  • Comply with all applicable charted procedures.(Instrument Rating ACS (FAA-S-ACS-8C), IR.V.B.S6)

What your instructor is watching for

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.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

  1. Remember Recall it

    “What is the standard IFR climb gradient?”

  2. Understand Explain why

    “Why does groundspeed matter for a climb gradient?”

  3. Apply Use it on a flight

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

4 · Common mistakes

  • Skipping the ODP check.

    Terrain near the airport.

    Instead: Look for the triangle T every time.

  • Not converting the gradient.

    You can’t tell if you can make it.

    Instead: Gradient × groundspeed ÷ 60.

  • Using NEXRAD to thread cells.

    It’s minutes old.

    Instead: Plan wide deviations early.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

  1. 1. Standard climb gradient?

  2. 2. Feet per minute for 300 ft/nm at 120 knots?

  3. 3. What does a triangle T mean?

  4. 4. Within what distance does a MOCA assure the VOR signal?

  5. 5. Must you see and avoid on an IFR flight?

  6. Scenario6. Your ADS-B weather shows a gap between cells ahead. What do you do?

Trained it? Now prove it: practice departure, en route and arrival out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Navigation Systems

The departure procedure needs 300 feet per NM to 3,000 feet MSL, then an arc to join the airway. On a hot day you expect 100 knots groundspeed in the climb.

Can the airplane meet it, and how do you fly the arc? Decide, then see the worked answer

Feet per minute = gradient × groundspeed ÷ 60, so 300 × 100 ÷ 60 = 500 fpm, and you have to sustain it all the way to 3,000 feet MSL, not just after liftoff. Check the POH climb performance at your actual weight and that day's density altitude for the whole climb. If the airplane can't sustain 500 fpm with margin, don't depart on that procedure: take a different departure, wait for cooler air, or lighten the airplane. Joining the arc: lead the turn, about 0.5 NM at 150 knots or less, turn about 90° onto the arc, and watch the DME for an overshoot or undershoot. Flying it with an RMI: keep the bearing pointer on the wingtip reference; let it drift 5° to 10° behind, then turn about 10° toward the station until it's back on the wingtip. If you're off the arc, correct 10° to 20° for every half mile. Without an RMI, use the CDI: re-center the needle with the OBS in steps ahead of you, turning to keep it centered (twist and turn). Leaving the arc, always lead the turn onto the radial: use the charted lead radial if there is one, or make your own, typically less than 5° for GA airplanes at 150 knots or less.

IPH (FAA-H-8083-16B), Departures; IFH (FAA-H-8083-15B), Navigation Systems

Brings together: Intercepting and Tracking Navigational Systems and DME Arcs · Departure, En Route, and Arrival Operations

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Instrument Flying Handbook (FAA-H-8083-15B); Instrument Procedures Handbook (FAA-H-8083-16B); Aeronautical Information Manual (AIM); Instrument Rating ACS (FAA-S-ACS-8C). Checked against current sources 2026-11-13.