Gilbert Aviation

One of the biggest misconceptions about an instrument rating is that it's only useful when the weather is bad.

This flight is a perfect example of why that isn't true.

The weather was beautiful. I could have legally flown VFR from Lexington to Asheville without any issues. But I don't ask myself, "Can I fly VFR?"

I ask, "Which option gives me the greatest margin for safety and flexibility?"

Filing IFR gave me a simplified arrival into mountainous terrain, a plan if the weather changed, and the ability to focus on flying instead of wondering what I'd do if conditions deteriorated.

An instrument rating isn't just about flying through clouds. It's about giving yourself more options before you ever need them.

How often do you choose to file IFR on a perfectly VFR day? I'd love to hear your reasoning in the comments.

One of the biggest misconceptions about the instrument rating is that it’s for flying through “bad weather.”

This is one of my favorite examples of how an instrument rating can make flying more comfortable for pilots and passengers alike.

On this flight, there was a layer of puffy cumulus clouds creating a bumpy ride below. The ceiling was plenty high enough to be VFR below the layer across the entire route of flight.

By climbing through the layer on an IFR flight plan, we were rewarded with smooth air, cooler temperatures, and a much more enjoyable flight.

This is exactly how I encourage pilots to think about the instrument rating in a typical light piston airplane.

The instrument rating gives you more options for safety AND comfort.

More options often lead to better decisions, smoother flights, and a safer experience for everyone on board.

That’s why I believe the instrument rating is one of the most valuable investments a pilot can make.

Have you experienced the difference between flying below a cumulus layer and cruising on top? I’d love to hear about it.

Maybe you've heard it before: Brief the plan, fly the brief.

One of the most important parts of any flight happens before the throttle goes forward. A takeoff briefing is more than a checklist item, it's our chance to remind ourselves of one question before you're too busy to think:

"What will I do if something goes wrong?"

In this briefing, I'm thinking through:

• Remaining runway available
• Engine failure on the runway
• Engine failure after rotation
• When I'll commit to CAPS
• What decisions I've already made before taking off

Emergencies don't give us much time, so the more decisions we make on the ground, the fewer decisions we have to make in the air.

That's why I brief every takeoff, even when I'm flying to or from somewhere I've been dozens of times.

Do you brief every takeoff? Or only the "challenging" ones?

What does your takeoff brief include?

Just because you can accept a visual approach doesn't mean you should.

I could already see the Asheville, NC airporr. But I intentionally waited another 30 seconds before telling ATC because I couldn't see the entire valley.

Clouds were still obscuring some of the surrounding terrain, and once you accept a visual approach, you're taking on more responsibility for your own terrain clearance and traffic separation.

Thirty seconds wasn't going to make me late, but it gave me time to make a better decision.

One thing I've learned over the years is that good aeronautical decision-making often doesn't look dramatic. Most of the time, it's simply choosing not to rush.

Have you ever delayed accepting a visual approach for a similar reason?

👇 I'd love to hear your experience.

Self debriefing is the best way to keep learning. Prevent the normalization of deviance by being rigid on your personal standards.

Do you debrief after each flight you take?

Watch the whole video at YouTube.com/

Do you load an instrument approach even when weather is good?

Watch the whole video on YouTube

And I wouldn't trade it for anything...

Every pilot’s journey has turbulence. Some of it is in the air, but a lot of it is in the process.

Frankie has been working toward his private pilot certificate for over three years with starts, stops, and challenges along the way.

Today, he stepped into something completely different, a high performance turbine aircraft. We flew under instrument flight rules, through the clouds at nearly 300 knots.

This is a level of flying most students never experience this early.

👉 Watch the full flight on YouTube.

Checkride reality.

You will be shown something you do not recognize. Your examiner will purposely push to the limits of your knowledge.

The correct answer is not guessing. Admit when you don’t know, but be sure you know where to find the answer.

👉 Follow for checkride strategies that actually work.
📘 Watch the whole video at youtube.com/

SIGMETs exist for a reason: Severe thunderstorms, severe icing, severe turbulence, and more.

These are no go conditions for light aircraft.
Fortunately, the decision is not complicated.
👉 Follow for weather decisions pilots must get right. ⛔
📘 Watch the whole video at youtube.com/