FAA Instrument Rating cheat sheet

Currency: 14 CFR 61.57(c) - within the preceding 6 calendar months, 6 instrument approaches, holding procedures and tasks, and intercepting/tracking courses through the use of an electronic navigation system; if lapsed more than 6 months, an IPC or instrument practical test is required (61.57(d)).

Recent flight experience for passengers: 3 takeoffs and landings within 90 days (61.57(a)); night currency requires 3 full-stop landings at night, and tailwheel aircraft require full-stop landings for day currency.

Instrument medical/privilege gate: an instrument rating requires at least a Private Pilot certificate, and IFR flight requires a current medical or BasicMed (or a valid driver's license under BasicMed) plus a current flight review (61.56).

Alternate airport requirement (14 CFR 91.169): an IFR flight plan must name an alternate unless the destination has an approved instrument approach and the forecast from 1 hour before to 1 hour after ETA is ceiling at least 2,000 ft and visibility at least 3 SM.

Alternate minimums (91.169(c)): standard alternate - ceiling 600 ft and visibility 2 SM for precision approaches; ceiling 800 ft and visibility 2 SM for non-precision approaches; when the alternate has no approved approach, the ceiling and visibility must allow descent from MEA and a normal approach and landing.

Fuel for IFR (91.167): enough to fly to the first airport of intended landing, then to the alternate, then for 45 minutes at normal cruising speed.

Weather source hierarchy: use approved sources (e.g., METAR/TAF, area forecasts, AIRMET/SIGMET, PIREP, winds/temperatures aloft); TAF is a forecast, METAR is an observation; an AIRMET covers moderate hazards and a SIGMET covers severe or hazardous conditions.

Required preflight items for IFR: current charts and approach plates, database currency for GPS/RNAV, pitot-static and static system checks within 24 calendar months for IFR (91.411), transponder/altitude reporting check within 24 calendar months (91.413), and VOR check within 30 days if VOR is used for IFR.

Takeoff/alternate planning: if the destination forecast is below the alternate-required threshold, the flight plan must list an alternate; a destination with no approach and no alternate is not acceptable under IFR.

Pitot-static system: pitot heat is checked before flight in visible moisture or near freezing; an iced-over pitot produces an airspeed indication that behaves like an altimeter (climbs in a climb, descends in a descent).

Static port blockage: with the static port blocked, the airspeed indicator reads like an altimeter, the altimeter freezes at the altitude where blockage occurred, and the VSI reads zero; the alternate static source restores approximately correct readings with small errors.

Gyroscopic instruments: attitude indicator and heading indicator are vacuum- or electrically driven; the turn coordinator is electrically driven; a failed vacuum pump typically leaves the attitude indicator and heading indicator inoperative while the turn coordinator and altimeter remain usable.

Attitude indicator precession/erection: the attitude indicator should be checked for proper erection after engine start and during taxi; a heading indicator must be set to the magnetic compass during taxi and rechecked before takeoff.

Magnetic compass: check for deviation by comparing the heading indicator to the compass on a known heading; compass errors include variation, deviation, magnetic dip, and turning/acceleration errors.

Altimeter setting: set the current altimeter setting from ATIS/ASOS/AWOS; a 1 inHg error equals approximately 1,000 ft of altitude error; below the transition level use the local setting, at or above 18,000 ft MSL use 29.92 inHg.

Instrument approach chart review: verify the approach frequency, final approach course, minimums, missed approach procedure, and the navigation source (ILS, LOC, RNAV, VOR) before departure; confirm the aircraft is equipped for the selected approach.

GPS/RNAV preflight: verify the database is current, the required approach is in the database, RAIM is available (or the unit has a fault detection/exclusion function), and the aircraft is approved for the approach type (e.g., LPV, LNAV/VNAV, LNAV).

Required documents and equipment: ARROW documents plus IFR-required equipment per 91.205(d) - generator/alternator, radios, gyroscopic rate-of-turn indicator, slip-skid indicator, sensitive altimeter, clock, attitude indicator, heading indicator, and an alternate static source if the aircraft is not equipped with a static port.

Clearance items (CRAFT): Clearance limit, Route, Altitude, Frequency, Transponder code; read back the clearance limit, route, altitude, and frequency, and read back all hold-short instructions.

Cruise altitude rule (91.179): on an IFR flight in controlled airspace, use the odd/even hemispheric rule based on magnetic course - 0–179° odd thousands, 180–359° even thousands (add 500 ft for VFR-on-top).

Altitude reporting: at or above 18,000 ft MSL set 29.92 inHg and report the altitude as a flight level; below 18,000 ft use the local altimeter setting.

Holding: standard holding pattern is right turns; the inbound leg is flown on the holding radial/course; the outbound leg timing is adjusted so the inbound leg is 1 minute at or below 14,000 ft MSL and 1.5 minutes above 14,000 ft MSL.

Holding entry: direct entry when the aircraft is within 180° of the holding course on the inbound side; parallel entry when approaching from the outbound side within 180°; teardrop entry when approaching from the outbound side at an angle greater than 180°.

Approach clearance: an approach clearance authorizes the pilot to fly the approach; when cleared for the approach, the pilot may descend to the minimum altitude for the segment only when established on a published segment; a clearance to "maintain" an altitude must be complied with until cleared to descend.

Missed approach: execute the published missed approach procedure unless ATC issues alternate instructions; climb to the missed approach altitude and fly the published course; do not turn before the MAP unless the procedure specifies.

Lost communications (91.185): in VFR conditions, continue under VFR and land as soon as practicable; in IMC, fly the assigned route/altitude, then the expected route, then the route filed; at the clearance limit, hold and begin descent at the EFC time or, if none, at the estimated time of arrival.

Position reporting and clearance readback: read back all clearances that contain altitude, heading, or route instructions; report reaching an assigned altitude and report unable to comply with a clearance.

Instrument scan: use a cross-check pattern (attitude indicator as the primary reference, then airspeed, altimeter, heading, VSI, turn coordinator); avoid fixating on one instrument and avoid omission of any instrument.

Straight-and-level: attitude indicator centered, airspeed at target, altimeter steady, heading indicator on assigned heading, VSI zero, turn coordinator wings level.

Standard rate turn: 3° per second; use the turn coordinator to establish and maintain a standard rate turn; a 180° turn takes 60 seconds and a 360° turn takes 2 minutes.

Constant-airspeed climb: pitch up to the climb attitude, set climb power, maintain airspeed with pitch, and trim; in a constant-airspeed climb, the altimeter and VSI show a steady climb and the airspeed remains constant.

Descent: reduce power, lower the nose to maintain airspeed, and use trim; a constant-airspeed descent requires pitch adjustment as power changes.

Unusual attitudes: for a nose-high attitude, lower the nose and add power; for a nose-low attitude, reduce power, level the wings, and gently raise the nose; always recover to straight-and-level before resuming navigation.

Partial panel: if the attitude indicator or heading indicator fails, use the turn coordinator, altimeter, airspeed, and VSI; make small control inputs and use timed turns at standard rate.

Approach to stall and stall recovery under instruments: reduce angle of attack, add power, and level the wings; recognize the stall warning and buffet and recover promptly without excessive pitch.

Instrument approach tracking: intercept and track the final approach course using the CDI/HSI; fly the published altitudes and descent gradients; use the approach lighting and glide slope/vertical guidance as applicable.