BDCA Instrument Rating Knowledge Exam cheat sheet

IFR flight requires a filed/activated IFR flight plan and a current instrument rating for the pilot in command, or an appropriately authorised co-pilot.

Standard IFR cruising levels use odd thousands (3000, 5000, 7000 ft) for magnetic tracks 000-179 degrees and even thousands (4000, 6000, 8000 ft) for 180-359 degrees.

Minimum IFR fuel planning typically requires destination plus alternate plus a defined reserve (often 45 minutes at cruise for IFR); the reserve is not usable for route planning.

Alternate aerodrome is required unless the destination has an approved instrument approach and forecast weather allows a descent from MDA/DA and landing in VMC.

The pilot in command is responsible for determining airworthiness, weather suitability, and compliance with ATC clearances; an IFR clearance does not relieve the PIC of terrain clearance responsibility.

Instrument approach minima are published as DA (precision/APV) or MDA (non-precision); descent below these is only permitted with the required visual reference.

Position reports are required at compulsory reporting points when not under radar coverage; the report includes position, time, altitude, next position, and ETA.

Loss of radio communication in IMC: continue on the last assigned route, maintain last assigned altitude or the minimum safe altitude, and follow the published lost-comm procedure.

True airspeed increases about 2% per 1000 ft of altitude for a given indicated airspeed; groundspeed equals TAS only in zero wind.

Wind triangle: heading = track minus wind correction angle; groundspeed = TAS plus/minus headwind or tailwind component.

Fuel required = (fuel flow x time) plus reserve; time = distance / groundspeed. Convert units consistently (US gallons vs litres).

Departure, en-route, and arrival procedures each require terrain clearance; the minimum safe altitude (MSA) is normally 1000 ft above the highest obstacle within 25 NM.

Standard instrument departure (SID) climb gradients above 3.3% require a published note; if unable to meet it, an alternate procedure or ATC coordination is needed.

Holding pattern entry depends on the aircraft's bearing to the fix: direct, parallel, or teardrop; standard hold turns are right-hand.

The alternate minimums table and forecast weather (TAF, METAR) determine whether an alternate is required and which one is usable.

Crew duty and rest limits, plus ETOPS/EDTO considerations for extended overwater segments, affect route and fuel planning.

VOR provides magnetic bearing (radial) information; a CDI centered with TO/FROM flag indicates the aircraft is on that radial, and reverse sensing occurs when tracking a radial behind the station.

DME measures slant range distance, not ground distance; error is largest directly overhead and decreases with distance.

ILS localizer provides lateral guidance on a frequency band 108.10-111.95 MHz (odd tenths); glideslope is in the 328.6-335.4 MHz band.

GPS/GNSS RAIM availability must be checked before an approach; without RAIM prediction, an alternate means of navigation is required.

RNAV (GNSS) approaches use lateral and vertical guidance from the FMS; LNAV minima require only lateral guidance, LPV provides vertical guidance down to DA.

NDB/ADF uses relative bearing; the ADF needle points to the station and the magnetic bearing equals aircraft heading plus relative bearing.

Radar services include traffic information and vectors; a vector does not guarantee terrain or obstruction clearance unless a minimum vectoring altitude is stated.

The ILS critical area must be protected when the glideslope is in use; taxiing or holding too close can cause signal distortion.

Precision approaches: ILS, GLS, and LPV; they provide lateral and vertical guidance and use a decision altitude (DA).

Non-precision approaches: VOR, NDB, LOC, LNAV, and circling; they use a minimum descent altitude (MDA) unless vertical guidance is provided.

The final approach segment begins at the final approach fix (FAF); the missed approach point (MAP) is defined by the approach type and is where a missed approach must begin if no visual reference.

Missed approach procedure: climb to the published altitude, follow the published track, and hold or await further clearance; do not turn before the MAP unless published.

Approach category (A-E) depends on Vat (approach speed), which determines minima; Vat is 1.3 times the stall speed in landing configuration.

Circling minima require the aircraft to remain within the protected area and to keep the runway environment in sight; circling is not permitted below the circling MDA.

Required visual references include approach lights, threshold, runway markings, or the runway itself; seeing only the approach lights may permit descent to 100 ft above TDZE.

Approach lighting systems (ALS, PAPI, VASI) provide glidepath and alignment cues; PAPI shows red over white on glidepath.

Icing risk increases with supercooled liquid water in clouds between 0 and -20 C; freezing rain indicates severe icing potential.

Thunderstorms require instability, moisture, and a lifting mechanism; embedded thunderstorms in IMC are especially hazardous because they are not visible.

Wind shear and microbursts produce rapid airspeed and vertical speed changes; a go-around is the standard response to a microburst alert.

Low-level wind shear alerts (LLWAS) and PIREPs are the primary sources for shear warnings; do not attempt to outclimb a microburst.

Fog types: radiation fog forms on clear, calm nights; advection fog forms when warm moist air moves over a cold surface.

Altimeter setting errors: flying from high to low pressure without resetting the altimeter causes the aircraft to be lower than indicated; 'high to low, look out below'.

Turbulence categories: light, moderate, severe, extreme; clear air turbulence (CAT) is associated with jet streams and mountain waves.

Volcanic ash and sandstorms degrade engine performance and visibility; avoid these areas and report encounters.

Hypoxia symptoms: euphoria, impaired judgment, and cyanosis; time of useful consciousness at FL350 is roughly 30-60 seconds without supplemental oxygen.

Spatial disorientation occurs when vestibular cues conflict with instrument indications; trust the instruments, not sensations.

Crew resource management (CRM) includes communication, leadership, and workload distribution; assertiveness is required to challenge unsafe decisions.

Threat and error management (TEM) identifies threats before flight, errors during flight, and undesired aircraft states; countermeasures include briefings and checklists.

Fatigue degrades reaction time and decision quality; controlled rest and proper crew rest are mitigation strategies.

Sterile cockpit: no non-essential activity below 10,000 ft or during critical phases of flight.

Automation complacency and mode confusion are common errors; always verify the active mode and flight path.

Pitot-static system: pitot tube supplies dynamic pressure for airspeed; static port supplies static pressure for altimeter, VSI, and airspeed.

Blocked pitot tube causes airspeed to act like an altimeter (increases in climb, decreases in descent); blocked static port causes airspeed to over-read in climb.

Altimeter setting is referenced to sea level (QNH); QFE references field elevation; the altimeter must be set to the local altimeter setting before approach.

Attitude indicator (artificial horizon) uses a gyroscope; vacuum or electric failure causes tumbling and unreliable attitude information.

Heading indicator is a gyroscopic instrument subject to precession; it must be realigned with the magnetic compass periodically.

Turn coordinator shows rate of turn and coordination; a standard rate turn is 3 degrees per second.

Magnetic compass errors: variation (geographic), deviation (aircraft), and dip errors (acceleration and turning errors in the Northern Hemisphere).

Turbine engine parameters: EGT, ITT/TGT, N1, N2, and fuel flow; exceedance of any limit requires immediate corrective action.

Engine anti-ice and pitot heat must be on when icing conditions are anticipated; bleed air affects performance and must be accounted for.

Thrust available decreases with altitude and temperature; density altitude affects takeoff and climb performance.

Propeller/engine synchronization and constant-speed propeller operation affect vibration and efficiency; monitor RPM and manifold pressure.

Fuel management: monitor fuel quantity, flow, and balance; fuel imbalance can affect handling and range.

Engine failure in multi-engine aircraft: identify, verify, feather, and maintain directional control; Vmc is the minimum control speed.

Flight instruments include airspeed indicator, attitude indicator, altimeter, turn coordinator, heading indicator, and VSI; each has specific failure modes.

Standard phraseology: read back clearances, hold short instructions, and runway assignments; 'roger' does not confirm a clearance.

Transponder codes: 7500 hijack, 7600 radio failure, 7700 emergency; squawk assigned codes as directed.

ADS-B Out provides position and altitude; ADS-B In provides traffic and weather; both require valid GPS and transponder certification.

TCAS/ACAS provides traffic alerts (TA) and resolution advisories (RA); follow RAs immediately and notify ATC.

CPDLC and datalink supplement voice communication; verify message acknowledgment and logon status.

Emergency procedures: declare an emergency, squawk 7700, and communicate intentions; ATC will provide priority handling.

Operational procedures include checklist discipline, standard callouts, and sterile cockpit during critical phases.

IFR flight requires a filed/activated IFR flight plan and a current instrument rating for the pilot in command, or an appropriately authorised co-pilot.

Standard IFR cruising levels use odd thousands (3000, 5000, 7000 ft) for magnetic tracks 000-179 degrees and even thousands (4000, 6000, 8000 ft) for 180-359 degrees.

Minimum IFR fuel planning typically requires destination plus alternate plus a defined reserve (often 45 minutes at cruise for IFR); the reserve is not usable for route planning.

Alternate aerodrome is required unless the destination has an approved instrument approach and forecast weather allows a descent from MDA/DA and landing in VMC.

The pilot in command is responsible for determining airworthiness, weather suitability, and compliance with ATC clearances; an IFR clearance does not relieve the PIC of terrain clearance responsibility.

Instrument approach minima are published as DA (precision/APV) or MDA (non-precision); descent below these is only permitted with the required visual reference.

Position reports are required at compulsory reporting points when not under radar coverage; the report includes position, time, altitude, next position, and ETA.

Loss of radio communication in IMC: continue on the last assigned route, maintain last assigned altitude or the minimum safe altitude, and follow the published lost-comm procedure.

True airspeed increases about 2% per 1000 ft of altitude for a given indicated airspeed; groundspeed equals TAS only in zero wind.

Wind triangle: heading = track minus wind correction angle; groundspeed = TAS plus/minus headwind or tailwind component.

Fuel required = (fuel flow x time) plus reserve; time = distance / groundspeed. Convert units consistently (US gallons vs litres).

Departure, en-route, and arrival procedures each require terrain clearance; the minimum safe altitude (MSA) is normally 1000 ft above the highest obstacle within 25 NM.

Standard instrument departure (SID) climb gradients above 3.3% require a published note; if unable to meet it, an alternate procedure or ATC coordination is needed.

Holding pattern entry depends on the aircraft's bearing to the fix: direct, parallel, or teardrop; standard hold turns are right-hand.

The alternate minimums table and forecast weather (TAF, METAR) determine whether an alternate is required and which one is usable.

Crew duty and rest limits, plus ETOPS/EDTO considerations for extended overwater segments, affect route and fuel planning.

VOR provides magnetic bearing (radial) information; a CDI centered with TO/FROM flag indicates the aircraft is on that radial, and reverse sensing occurs when tracking a radial behind the station.

DME measures slant range distance, not ground distance; error is largest directly overhead and decreases with distance.

ILS localizer provides lateral guidance on a frequency band 108.10-111.95 MHz (odd tenths); glideslope is in the 328.6-335.4 MHz band.

GPS/GNSS RAIM availability must be checked before an approach; without RAIM prediction, an alternate means of navigation is required.

RNAV (GNSS) approaches use lateral and vertical guidance from the FMS; LNAV minima require only lateral guidance, LPV provides vertical guidance down to DA.

NDB/ADF uses relative bearing; the ADF needle points to the station and the magnetic bearing equals aircraft heading plus relative bearing.

Radar services include traffic information and vectors; a vector does not guarantee terrain or obstruction clearance unless a minimum vectoring altitude is stated.

The ILS critical area must be protected when the glideslope is in use; taxiing or holding too close can cause signal distortion.

Precision approaches: ILS, GLS, and LPV; they provide lateral and vertical guidance and use a decision altitude (DA).

Non-precision approaches: VOR, NDB, LOC, LNAV, and circling; they use a minimum descent altitude (MDA) unless vertical guidance is provided.

The final approach segment begins at the final approach fix (FAF); the missed approach point (MAP) is defined by the approach type and is where a missed approach must begin if no visual reference.

Missed approach procedure: climb to the published altitude, follow the published track, and hold or await further clearance; do not turn before the MAP unless published.

Approach category (A-E) depends on Vat (approach speed), which determines minima; Vat is 1.3 times the stall speed in landing configuration.

Circling minima require the aircraft to remain within the protected area and to keep the runway environment in sight; circling is not permitted below the circling MDA.

Required visual references include approach lights, threshold, runway markings, or the runway itself; seeing only the approach lights may permit descent to 100 ft above TDZE.

Approach lighting systems (ALS, PAPI, VASI) provide glidepath and alignment cues; PAPI shows red over white on glidepath.

Icing risk increases with supercooled liquid water in clouds between 0 and -20 C; freezing rain indicates severe icing potential.

Thunderstorms require instability, moisture, and a lifting mechanism; embedded thunderstorms in IMC are especially hazardous because they are not visible.

Wind shear and microbursts produce rapid airspeed and vertical speed changes; a go-around is the standard response to a microburst alert.

Low-level wind shear alerts (LLWAS) and PIREPs are the primary sources for shear warnings; do not attempt to outclimb a microburst.

Fog types: radiation fog forms on clear, calm nights; advection fog forms when warm moist air moves over a cold surface.

Altimeter setting errors: flying from high to low pressure without resetting the altimeter causes the aircraft to be lower than indicated; 'high to low, look out below'.

Turbulence categories: light, moderate, severe, extreme; clear air turbulence (CAT) is associated with jet streams and mountain waves.

Volcanic ash and sandstorms degrade engine performance and visibility; avoid these areas and report encounters.

Hypoxia symptoms: euphoria, impaired judgment, and cyanosis; time of useful consciousness at FL350 is roughly 30-60 seconds without supplemental oxygen.

Spatial disorientation occurs when vestibular cues conflict with instrument indications; trust the instruments, not sensations.

Crew resource management (CRM) includes communication, leadership, and workload distribution; assertiveness is required to challenge unsafe decisions.

Threat and error management (TEM) identifies threats before flight, errors during flight, and undesired aircraft states; countermeasures include briefings and checklists.

Fatigue degrades reaction time and decision quality; controlled rest and proper crew rest are mitigation strategies.

Sterile cockpit: no non-essential activity below 10,000 ft or during critical phases of flight.

Automation complacency and mode confusion are common errors; always verify the active mode and flight path.

Pitot-static system: pitot tube supplies dynamic pressure for airspeed; static port supplies static pressure for altimeter, VSI, and airspeed.

Blocked pitot tube causes airspeed to act like an altimeter (increases in climb, decreases in descent); blocked static port causes airspeed to over-read in climb.

Altimeter setting is referenced to sea level (QNH); QFE references field elevation; the altimeter must be set to the local altimeter setting before approach.

Attitude indicator (artificial horizon) uses a gyroscope; vacuum or electric failure causes tumbling and unreliable attitude information.

Heading indicator is a gyroscopic instrument subject to precession; it must be realigned with the magnetic compass periodically.

Turn coordinator shows rate of turn and coordination; a standard rate turn is 3 degrees per second.

Magnetic compass errors: variation (geographic), deviation (aircraft), and dip errors (acceleration and turning errors in the Northern Hemisphere).

Turbine engine parameters: EGT, ITT/TGT, N1, N2, and fuel flow; exceedance of any limit requires immediate corrective action.

Engine anti-ice and pitot heat must be on when icing conditions are anticipated; bleed air affects performance and must be accounted for.

Thrust available decreases with altitude and temperature; density altitude affects takeoff and climb performance.

Propeller/engine synchronization and constant-speed propeller operation affect vibration and efficiency; monitor RPM and manifold pressure.

Fuel management: monitor fuel quantity, flow, and balance; fuel imbalance can affect handling and range.

Engine failure in multi-engine aircraft: identify, verify, feather, and maintain directional control; Vmc is the minimum control speed.

Flight instruments include airspeed indicator, attitude indicator, altimeter, turn coordinator, heading indicator, and VSI; each has specific failure modes.

Standard phraseology: read back clearances, hold short instructions, and runway assignments; 'roger' does not confirm a clearance.

Transponder codes: 7500 hijack, 7600 radio failure, 7700 emergency; squawk assigned codes as directed.

ADS-B Out provides position and altitude; ADS-B In provides traffic and weather; both require valid GPS and transponder certification.

TCAS/ACAS provides traffic alerts (TA) and resolution advisories (RA); follow RAs immediately and notify ATC.

CPDLC and datalink supplement voice communication; verify message acknowledgment and logon status.

Emergency procedures: declare an emergency, squawk 7700, and communicate intentions; ATC will provide priority handling.

Operational procedures include checklist discipline, standard callouts, and sterile cockpit during critical phases.