Here’s video from a recent IFR proficiency flight from Boeing Field (KBFI) to Arlington, WA (KAWO). After a departure in IMC, I flew the RNAV RWY 34 approach to LPV minimums at KAWO, using the GFC 600 autopilot for the approach and the TOGA feature for a coupled missed approach.
Notice the glory as I cruise just above a solid cloud deck with the sun at my back.
This video also shows my use of cockpit and avionics flows followed by checklists to prepare for an approach.
For more information about those techniques, see the following videos:
To learn more about how I set up the displays in my panel and in ForeFlight on my iPad, see “Sipping Information from the Right Glass,” my IFR Tip in the December 2023 issue of AOPA Pilot magazine (you may need an AOPA membership to read the full article).
BruceAir, LLC 
Hi Bruce,
Great Blog! I just discovered it, and plan to spend more time perusing.
This is off subject, not sure where else to post. I apologize in advance.
A quick search revealed no answer to my question: How to depart in IMC with no departure procedure.
Example: 1A5 (Franklin NC Airport)
RNAV (GPS-A) Minimums are as low as 1600-1 1/4
Departure procedure requires 5700-3 for a VCOA.
You can fly in, but not fly out?
Is it possible to depart this airport in IMC?
KRHP is nearby with the same issue.
(I’m guessing you get inundated with questions, so I understand if you don’t respond)
Best,
Randy
Franklin (1A5) and KRHP have text departure procedures, but obstacles appear to require a climb in visual conditions. Same at KRHP. The notes about departure being NA at night are additional clues. E.g.:
Rwys 7, 25, Procedure NA at night. 5700-3, for climb in visual conditions.
DEPARTURE PROCEDURE:
Rwys 7, 25, for climb in visual conditions remain within 3 NM of Macon County airport to cross airport south bound at or above 7600 via ODF R-349 to ODF VORTAC
But as the Instrument Procedures Handbook notes:
That section of the IPH explains in detail the criteria for ODPs, including the assumptions used for aircraft performance (e.g., no turns until you reach at least 400 AGL) and the required climb gradients. Note that those standards differ from the design criteria for approaches. The minimums established for the approaches at the airports you mention allow you reach the MAP at the specified altitudes, and if you don’t have the required visibility, safely fly the missed approach procedure.
Thanks for the quick response!
Said another way, can you agree with this statement?
“Daytime IFR departures from 1A5 N/A unless the ceiling & visibility is better than 5700-3, which will allow for a VCOA”
That would be a wise plan.
Many thanks. I look forward to delving into your extensive website/blog!
Follow-up…
After conferring with comrades, a different solution was offered. (this discussion pertains to Pt 91 op’s)
Some say waiting for 5700-3 would indeed be a “wise plan”, but severely comprises aircraft utilization.
Pilots with local knowledge are known to depart in less than 5700-3 conditions, stating “it is incumbent upon the pilot to maintain obstacle clearance up to minimum vectoring altitude, with or without a published departure procedure”.
We can’t find anything to disprove this.
Although a bit risky, are you aware if an IFR departure at 1A5 in less than 5700-3 violates any regulation?
Obviously there are many airports with similar situations.
Under Part 91, you can depart in 0-0. But should something bad happen (and you survive) you could also legitimately be cited for careless and reckless operation when it’s obvious that obstacles require a published ODP with certain visibility and ceiling minimums. You might also have trouble getting a clearance–that depends on the type of airspace you’re operating in, the traffic situation, and so forth.
Perfect! That should close this Q&A session.
Thanks again.