CAAP Instrument Rating Knowledge Exam cheat sheet

Standard IFR cruising altitudes: track 0-179 degrees magnetic uses odd thousands (3,000, 5,000, 7,000 ft); track 180-359 degrees uses even thousands (4,000, 6,000, 8,000 ft). Above 29,000 ft, RVSM applies and every 1,000 ft is used with the same odd/even rule.

Position reports to ATC contain: aircraft identification, position, time, altitude, next position and ETA, and the succeeding point. Reports are required at compulsory reporting points, on first contact with a new sector, and whenever a change of estimate of 2 minutes or more occurs.

A clearance limit is the point to which an aircraft is cleared; if further clearance is not received before reaching it, hold at the limit and request instructions. A clearance void time requires an alternate action if not airborne by that time.

Readback is mandatory for: route clearances, hold instructions, runway assignments, altitude assignments, altimeter settings, heading vectors, speed restrictions, and any clearance requiring a readback. Use the phraseology 'wilco', 'roger', and 'affirm' correctly.

Minimum IFR altitudes: MEA guarantees obstacle clearance plus navigation signal coverage; MORA gives 1,000 ft clearance in non-mountainous and 2,000 ft in mountainous terrain within a 22 nm radius; MOCA gives 1,000 ft clearance only within 22 nm of a VOR.

Squawk codes: 7500 unlawful interference, 7600 radio failure, 7700 emergency. On radio failure in IMC, follow the last assigned route and altitude, then the route in the flight plan, and descend in the hold at the destination.

In RVSM airspace (29,000-41,000 ft) the aircraft must be RVSM approved; if unable, ATC must be advised before entering and the aircraft is handled outside RVSM levels. Altimeter tolerance is plus/minus 200 ft.

Speed limits: 250 KIAS below 10,000 ft MSL in most airspace; 200 KIAS within 4 nm of a Class C or D primary airport. ATC may assign a speed; if a speed restriction conflicts with a minimum safe speed, advise ATC.

VOR radials are magnetic bearings FROM the station; a CDI centered with a TO indication means the aircraft is on the radial reciprocal of the selected OBS. Reverse sensing occurs when the OBS is set to the wrong side of the station.

ILS categories: CAT I decision height 200 ft and RVR 550 m; CAT II DH 100 ft and RVR 300 m; CAT III has no DH and RVR down to 75 m. A localizer gives lateral guidance; the glideslope gives vertical guidance, typically 3 degrees.

Marker beacons: outer marker at approximately 4-7 nm from threshold on the glideslope, middle marker near the DH, inner marker near the threshold. A DME arc radius is measured in nautical miles from the VOR/DME.

GPS/RNAV approach minima are published as LNAV, LNAV/VNAV, and LPV. LPV uses SBAS and provides vertical guidance to a decision altitude; LNAV is a non-precision lateral-only minimum. RAIM must be available for the approach.

NDB/ADF: the ADF needle points to the station relative to the aircraft nose. Relative bearing plus magnetic heading equals magnetic bearing to the station. ADF is susceptible to thunderstorm, shoreline, and nighttime interference.

A transponder Mode C reports pressure altitude to ATC; the encoder must be checked within the preceding 24 months. ADS-B Out requires a compliant position source and is required in many controlled airspaces.

Compass errors: variation is the angular difference between true and magnetic north; deviation is the error caused by aircraft magnetic fields. Acceleration error causes a turn to the north in the northern hemisphere when accelerating from east or west headings.

Required navigation performance is expressed as a value in nautical miles (RNP 1, RNP 0.3). RNP includes onboard performance monitoring and alerting; RNAV does not require onboard alerting.

Standard lapse rate: temperature decreases 2 degrees Celsius per 1,000 ft in the troposphere. The tropopause is where the lapse rate becomes isothermal; its height varies with latitude and season.

Freezing rain and freezing drizzle indicate a warm layer aloft above a subfreezing layer near the surface; they are a severe icing hazard. Structural icing requires visible moisture and temperatures between 0 and minus 20 degrees Celsius.

Types of icing: rime (rough, from small droplets), clear (glaze, from large droplets), and mixed. The most severe icing occurs in freezing rain below the warm layer.

Thunderstorm lifecycle: cumulus (updrafts), mature (updrafts and downdrafts, lightning, hail, and the most severe hazards), and dissipating (downdrafts). Avoid cells by at least 20 nm and do not attempt to fly beneath them.

Altimeter setting: a high-pressure area gives a higher-than-actual indicated altitude when flying from high to low pressure without resetting the altimeter, creating a danger of terrain clearance. 'High to low, look out below.'

Wind shear and microbursts: a microburst can produce a 6,000 ft per minute downdraft and a headwind-to-tailwind shift of 45 knots. Recovery is to apply maximum power, pitch to the go-around attitude, and respect the stick shaker.

METAR and TAF: a METAR reports current observed conditions; a TAF forecasts. TEMPO means temporary fluctuations; BECMG means a gradual change; PROB30 means a 30 percent probability.

Ceiling is the lowest broken or overcast layer or the vertical visibility into an obscuration. Visibility below 3 statute miles and ceiling below 1,000 ft define IFR conditions.

IFR fuel planning: the flight plan must include fuel to destination, plus alternate fuel, plus 45 minutes at normal cruising speed (or the operator's approved reserve). Contingency fuel is added for forecast conditions.

Alternate airport requirements: an alternate is required when the destination forecast has a ceiling below 2,000 ft or visibility below 3 statute miles from 1 hour before to 1 hour after the ETA.

Alternate minimums: for a precision approach, ceiling 600 ft and visibility 2 statute miles; for a non-precision approach, ceiling 800 ft and visibility 2 statute miles. These apply unless the operator's approved minima differ.

Point of no return (equal time point) is where the time to continue equals the time to return. It is computed from groundspeeds outbound and inbound and the total fuel available.

True airspeed increases about 2 percent per 1,000 ft of altitude for a given indicated airspeed. True airspeed is used for wind triangle computations and fuel burn planning.

Fuel burn is computed as gallons per hour times hours. Reserve fuel is not to be used for planning; it is a legal minimum that must remain at landing.

Weight and balance: compute zero fuel weight plus fuel to get ramp weight; subtract taxi fuel for takeoff weight. Center of gravity affects stall speed and control authority.

Flight plan filing and activation: file at least 30 minutes before departure for IFR in controlled airspace; activate by radio with the controlling facility. A flight plan is cancelled on landing or by pilot request.

Spatial disorientation: the vestibular system cannot reliably sense prolonged constant-velocity motion. Somatogravic illusion causes a false nose-up sensation during acceleration; the somatogyral illusion is a false sense of rotation.

The leans occur after a sudden correction of a bank; the pilot feels upright while actually banked. Recovery is to trust the instruments, not the sensation.

Hypoxia: symptoms include euphoria, impaired judgment, and cyanosis. Time of useful consciousness at 25,000 ft is about 3-5 minutes; at 40,000 ft about 15-20 seconds. Supplemental oxygen is required above 12,500 ft for more than 30 minutes and above 14,000 ft continuously.

CRM principles: assertiveness, situational awareness, workload distribution, and closed-loop communication. Use standard callouts and challenge-and-response to verify critical actions.

Fatigue and circadian rhythm: performance is lowest between 2 and 6 a.m. and in the early afternoon. Rest before flight and controlled napping during flight are mitigations.

Sterile cockpit: no non-essential conversation or activity below 10,000 ft or during critical phases of flight. Distraction is a leading cause of altitude and heading deviations.

Automation complacency: pilots must monitor automation and cross-check modes. Mode confusion is a known cause of unstabilized approaches and altitude busts.

Decision-making models: DECIDE (Detect, Estimate, Choose, Identify, Do, Evaluate) and the 3P model (Perceive, Process, Perform). Both are used to structure in-flight decisions.

Pitot-static instruments: airspeed indicator, altimeter, and vertical speed indicator. The pitot tube supplies impact pressure; the static port supplies static pressure. A blocked pitot tube causes the airspeed indicator to act like an altimeter.

Gyroscopic instruments: attitude indicator and heading indicator are powered by the vacuum or pressure system; the turn coordinator is electrically powered. Vacuum failure leaves the turn coordinator and magnetic compass as attitude references.

Attitude indicator precession: the attitude indicator is erect within limits and does not precess to the horizon; it must be caged or reset after a tumble. The heading indicator must be set to the magnetic compass periodically.

Partial-panel scan: if the vacuum system fails, use the turn coordinator, altimeter, airspeed, and vertical speed to hold attitude, and use the magnetic compass for heading. Standard-rate turn is 3 degrees per second.

Magnetic compass errors: magnetic dip, deviation, and turning errors. In a turn to the north, the compass lags; in a turn to the south, it leads. Use the compass only in straight, level, unaccelerated flight.

Alternator failure: the battery supplies limited power; shed non-essential electrical loads and land as soon as practical. A failed alternator is indicated by a zero ammeter reading and a discharging battery.

Pitot heat and static system: an iced-over pitot tube can cause an erroneous airspeed; turn on pitot heat before entering visible moisture. A blocked static port affects airspeed, altimeter, and VSI; use the alternate static source.

Instrument check: the altimeter should read within 75 ft of field elevation; the airspeed indicator should read zero on the ground; the heading indicator should align with the magnetic compass.

The Civil Aviation Authority of the Philippines (CAAP) is the national aviation authority; its regulations are modeled on ICAO Annexes and are published as the Philippine Civil Aviation Regulations (PCAR).

Instrument rating requirements: the applicant must hold a valid private or commercial pilot license, meet medical standards, complete an approved instrument ground and flight training course, and pass the CAAP knowledge and practical tests.

Recency: to act as pilot in command under IFR, the pilot must have performed and logged at least six instrument approaches, holding procedures, and intercepting and tracking courses within the preceding six months.

Instrument currency and proficiency: a pilot who has not met recency must complete an instrument proficiency check with a CAAP-designated examiner or authorized instructor before acting as PIC under IFR.

Medical certification: a Class 1 medical is required for commercial operations; a Class 2 medical for private operations. Medical certificates have validity periods that vary with age and class.

Flight plan and ATC: IFR flights in controlled airspace require an ATC clearance. The pilot must comply with clearances and report any inability to comply. Position reports are required as prescribed.

Logbook and records: instrument time must be logged accurately; simulated instrument time requires a safety pilot. Training records are retained by the approved training organization.

Airspace: Class A airspace in the Philippines begins at 18,000 ft MSL and requires IFR. Class C and D airspace require two-way radio communication and, for IFR, an ATC clearance.

Approach segments: initial, intermediate, final, and missed approach. The final approach segment begins at the final approach fix (FAF) and ends at the missed approach point (MAP).

Decision altitude (DA) is used on precision approaches; decision height is the same concept expressed in height above touchdown. Minimum descent altitude (MDA) is used on non-precision approaches and requires a level-off.

Missed approach: begin at the MAP or DA, apply full power, establish a climb, and follow the published missed approach procedure. Do not turn before the published missed approach point unless instructed.

Holding pattern entries: direct (arrive within 180 degrees of the inbound course), parallel (offset on the same side), and teardrop (offset on the opposite side). Standard hold is right turns; the inbound leg is flown for 1 minute below 14,000 ft.

Holding pattern timing: outbound leg time is adjusted to make the inbound leg 1 minute (or 1.5 minutes above 14,000 ft). Wind correction is applied on the outbound leg.

Approach minimums: the published visibility and ceiling must be met to begin the approach. If the reported weather is below minimums, the approach may still be attempted but a landing requires the required visual references at DA/MDA.

Circling approach: the aircraft must remain within the published circling radius and maintain obstacle clearance; circling minimums are higher than straight-in minimums.

Stabilized approach criteria: the aircraft must be on the correct path, at the correct speed, and in the landing configuration by 1,000 ft in IMC. If not stabilized, execute a go-around.