Instrument Rating cheat sheet

14 CFR 61.65 instrument airplane requirements include 50 hours cross-country PIC, 40 hours actual or simulated instrument time, and 15 hours with a CFII.

Recent experience for the practical test requires 3 hours of instrument flight training within 2 calendar months before the test.

IFR alternate rule: a destination alternate is required unless the forecast from 1 hour before to 1 hour after ETA shows ceiling at least 2,000 feet and visibility at least 3 statute miles.

Standard alternate minimums: precision approach 600 feet ceiling and 2 statute miles visibility; nonprecision 800 feet and 2 statute miles, unless published higher.

IFR fuel under 14 CFR 91.167: destination, approach, alternate if required, plus 45 minutes at normal cruise.

Takeoff alternate: required when departure weather is below landing minimums; within 1 hour at normal cruise, using one-engine-inoperative speed for multiengine aircraft.

Required inspections: altimeter and static pressure system within 24 calendar months; transponder within 24 calendar months; VOR check within 30 days.

Supplemental oxygen: required crew above 12,500 feet MSL for more than 30 minutes, and continuously above 14,000 feet MSL.

An IFR flight plan includes alternate if required, true airspeed, fuel endurance, and route.

ARROW: Airworthiness certificate, Registration, Radio station license for international flight, Operating limitations, and Weight and balance data.

IFR equipment checks include VOR receiver within 30 days, pitot-static and altimeter within 24 months, and transponder within 24 months.

A standard weather briefing includes TAF, METAR, PIREP, AIRMET, SIGMET, winds aloft, freezing level, and NOTAMs.

Part 91 takeoff minimums are not regulatory for all operations, but departure procedures and required climb gradients must be met.

Standard departure climb gradient is 200 feet per nautical mile; higher published gradients require performance verification.

Density altitude, takeoff distance, climb rate, and single-engine performance are computed before IFR departure.

An IFR flight plan is filed with route, altitude, alternate, true airspeed, fuel, and departure time.

Transponder, altitude reporting, and RAIM for GPS are verified before departure.

Preflight planning includes checking TFRs, runway closures, and alternate airport suitability.

CRAFT: Clearance limit, Route, Altitude, Frequency, Transponder.

Pilots must read back clearances, runway assignments, hold short instructions, altitudes, and altimeter settings.

'Cleared as filed' authorizes the filed route; 'direct' requires approved navigation capability and may not be available to all aircraft.

A holding clearance includes the fix, direction, leg length, altitude, and expect further clearance time.

Speed limits: 250 KIAS below 10,000 feet MSL; 200 KIAS at or below 2,500 feet AGL within 4 NM of a Class C or D primary airport, and in VFR corridors through Class B.

An approach clearance authorizes descent only after established on a published segment; the last assigned altitude remains until established.

Lost communication route: assigned, vectored, expected, filed; altitude: highest of last assigned, minimum IFR, or expected.

EFC is the time to leave a holding fix if further clearance is not received.

Squawk 7600 for lost communications; squawk 7700 for emergency.

Attitude instrument flying uses control and performance: select power and attitude, then trim and verify performance.

Straight-and-level primary: attitude indicator for pitch and bank; altimeter, heading indicator, and airspeed are supporting.

Standard rate turn: 3 degrees per second; 360 degrees in 2 minutes; approximate bank equals TAS divided by 10 plus 5 degrees.

Constant-rate climb or descent: VSI primary for vertical speed; altimeter for altitude; airspeed for power.

Timed turns: 30 seconds equals 90 degrees, 1 minute equals 180 degrees, 2 minutes equals 360 degrees at standard rate.

Nose-high unusual attitude: lower pitch, add power as needed, level wings, and avoid a stall.

Nose-low unusual attitude: reduce power, level wings, raise the nose gently, and avoid overstressing.

Partial panel: turn coordinator for bank, altimeter and airspeed for pitch and power, magnetic compass for heading.

Compass errors include acceleration and deceleration errors, turning errors, and magnetic dip; known headings and timed turns reduce their effect.

VOR is line-of-sight; CDI and TO/FROM indications are unreliable in the cone of confusion directly above the station.

VOR check is required within 30 days; log date, place, bearing error, and signature.

GPS IFR requires approved installation, current database, and RAIM or WAAS integrity; RAIM is checked before departure.

If RAIM is unavailable, another approved navigation system is required for the approach.

LPV uses WAAS for vertical guidance; decision altitude can be as low as 200 feet above touchdown.

ADF formula: magnetic heading plus relative bearing equals magnetic bearing to the station.

DME measures slant range; indicated distance is greater than ground distance at high altitude.

RNAV routes include T-routes and Q-routes; GPS can fly them if equipped and current.

Compass errors include variation, deviation, magnetic dip, and acceleration or deceleration errors.

Approach categories: A below 91, B 91 through 120, C 121 through 140, D 141 through 165, and E above 165 knots Vref.

Approach segments are initial, intermediate, final, and missed approach; feeder routes connect to the initial segment.

Precision approach uses DA or DH; nonprecision uses MDA; APV uses DA.

At the missed approach point, if the runway environment is not in sight, execute the missed approach.

Missed approach: climb to the published altitude, follow the published route, and notify ATC.

Circle-to-land: remain within the category circling radius and maintain visual reference with the runway environment.

The runway environment must be identifiable at DA or MDA before continuing below minimums.

Straight-in minimums apply only when the approach is aligned within 30 degrees of the runway centerline.

Do not continue below DA or MDA unless the required visual reference is in sight.

Lost communications: squawk 7600, try the last assigned frequency and 121.5, and follow 14 CFR 91.185.

Emergency: squawk 7700, declare intentions, and state fuel and souls on board.

Engine failure in IFR: maintain control, pitch for best glide, select a landing site, and advise ATC.

Vacuum failure: use the turn coordinator, altimeter, airspeed, and compass; declare an emergency if needed.

Pitot-static failure: use GPS or ground speed and altimeter cross-check; avoid abrupt pitch changes.

Icing encounter: change altitude to warmer air, request priority, and divert if necessary.

Thunderstorm avoidance: avoid by at least 20 NM; do not attempt to fly through a storm.

Emergency descent: reduce power, extend speed brakes if available, descend at maximum safe rate, and squawk 7700.

Electrical failure: use standby instruments, conserve battery, and plan a diversion.

After landing, ATC closes the IFR flight plan; do not close it with flight service unless ATC instructs.

Log instrument time, approaches, holding, and intercepting and tracking courses for currency.

IFR currency: 6 approaches, holding, and intercepting and tracking within the preceding 6 calendar months.

If not current for more than 6 months, an instrument proficiency check is required.

Aircraft discrepancies are recorded in maintenance write-ups; the MEL applies if the aircraft has one.

Postflight debrief covers weather, ATC, approach, and fuel.

Aircraft securing includes fuel, oil, tiedown, and postflight inspection.

Taxi instructions include hold-short clearances to avoid runway incursions.

Logbook and currency records are updated after flight.