ATPL 022 Instrumentation

It tests whether you understand how aircraft instruments and systems generate, process and present information, and how they behave when they fail. Pure memorisation is not enough: many questions ask you to predict an indication from a described fault, so you need the underlying principle, not just a labelled diagram.

The examination is multiple choice with one correct answer per question, delivered at an approved examination centre. The number of questions and the time allowed are set by the official aviation authority and can change, so confirm the current figures on its website rather than relying on older study material.

Most candidates find it moderate: less mathematical than flight planning or performance, but broader. The difficulty lies in the number of separate systems and in failure-mode questions where two plausible answers differ by one detail. Candidates with a solid grasp of basic physics generally progress faster than those who try to memorise indications in isolation.

Start with sensors and measurement fundamentals, then pressure instruments and air data, because later systems depend on them. Move to temperature, gyroscopes and magnetic heading, then inertial and satellite navigation. Finish with automatic flight, electronic displays, engine monitoring, data buses and failure cases, which draw on everything before them.

Common weak points are pitot-static blockage and leak scenarios, gyroscopic rigidity and precession under turn rates, the difference between magnetic and true heading references, and data-bus or computer degradation logic. Another frequent error is answering from memory of a specific aircraft type rather than from the general principle the question asks about.

Retake rules, waiting periods and any limits on the number of attempts are set by the official aviation authority and by your approved training organisation. Check the authority's website and your school's examination office for the current policy before you book a resit.

This varies with your background and study hours. A practical approach is to cover the theoretical content once at a steady pace, then spend a comparable period on question practice and review of errors. Track weak domains by percentage weight so that the heaviest topics, such as pressure instruments and gyroscopes, get proportionally more time.

No. The syllabus is generic, so learn principles and typical architectures rather than one manufacturer's layout. If you train on a particular type later, its flight manual and system description will add the specific details. Examination questions are written so that a candidate who understands the general system can answer them.

It is delivered at an approved examination centre, and results are expressed against a pass mark set by the authority. The current pass standard, validity of results and any administrative requirements are published by the official aviation authority, so consult its website for the authoritative figures rather than third-party summaries.