Instrument Rating Exam

2.1.1

Privileges of an instrument rating

2.1.2

Limitations, proficiency checks and recent experience

2.1.3

IFR limitations in a type-rated aircraft

2.2.1

Documents that must be carried on an IFR flight

2.3.1

IFR flight-instrument operation and limitations

2.3.2

Standard IFR radiotelephony phraseology (AIP)

2.3.3

Lost-comms procedures by phase of flight

2.3.4

Notifying ATC of ETA changes at a waypoint

2.3.5

IFR chart symbology and published information

2.3.6

Descent, approach and landing reports outside CTA

2.3.7

2D vs 3D instrument approach operations

2.3.8

MDA vs DA and the pilot’s responsibilities

2.3.9

ISA temperature effect on altimeter accuracy

2.3.10

3D approaches in temperatures below ISA

2.3.11

Validity period of flight plans submitted to ATC

2.3.12

Pilot obligations for cancellation of SAR

2.3.13

When a missed approach must be conducted

2.3.14

Published alternate aerodrome weather minima

2.3.15

IFR/VFR aircraft separation standards

2.3.16

Operating PAL systems

2.3.17

Runway visual approach-slope lighting (Australia)

2.3.18

SID, STAR, noise, missed approach and holding

2.3.19

Operation of aircraft transponders

2.3.20

Limitations on radar use on the ground

3.1.1

Seasonal weather phenomena and IFR impact

3.2.1

Obtaining meteorological information for IFR

3.2.2

Interpret IFR forecasts for operational requirements

3.2.3

Approximate freezing level from air temperature

3.2.4

Icing, hail, microburst/wind shear and CAT from observations

3.2.5

Turbulence risk for the planned IFR route

3.2.6

In-flight weather updates including Volmet

3.2.7

Reporting variations to forecast conditions

3.4.1

Minimum meteorological conditions for take-off

4.1.1

Plan an IFR flight (route, performance, levels)

4.1.2

RNP requirements applicable to an IFR flight

4.2.1

Alternate requirements: weather, navaid, lighting, reports, divert

4.2.2

Holding fuel for weather and traffic

4.2.3

Night VFR last-segment recency, alternate and clearance

4.2.4

Destination weather below alternate/landing minima in flight

4.2.5

RAIM prediction types and operational implications

4.3.1

Calculate LSALT for a route not on AIP charts

4.3.2

Missed-approach obstacle clearance (IAL)

4.3.3

Circling-altitude obstacle clearance by category

4.3.4

Establishing the aircraft on track after take-off

4.3.5

Establishing above LSALT after take-off

4.3.6

Descent below LSALT / MSA by day and night

4.4.1

Position-fixing requirements (AIP)

4.4.2

Aircraft performance category and IFR implications

4.4.3

IAF and FAF requirements and chart symbology

4.4.4

Visual circling by day or night

4.4.5

PEC applied to a DA to determine AOM

4.4.6

Normal gradient in each instrument-approach segment

4.4.7

Tracking tolerances, navaids and CTA avoidance

4.4.8

Speed limitations and ATS speed restrictions

5.1.1

Ground-based navaid principles, coverage and tolerances

5.1.2

NDB azimuth: refraction, TS, integrity, turns, station passage

5.1.3

NDB relative-bearing calculations

5.1.4

VOR CDI: scalloping, integrity and station passage

5.1.5

Aircraft position from VOR CDI indications

5.1.6

VOR OBS settings for command indications to/from

5.1.7

Aircraft position from VOR instrument indications

5.1.8

Instrument indications abeam the VOR

5.1.9

DME use, slant range and arrival procedures

5.1.10

ILS/LOC components, operations and errors

5.2.1

GNSS system and principles of operation

5.2.2

GNSS accuracy, integrity, availability and continuity

5.2.3

GNSS error sources and accuracy degradation

5.2.4

GNSS for en route, RNP approach, alternate and RNP

5.2.5

GNSS warnings, messages and pilot actions

5.2.6

CDI, RAIM and sequencing by approach segment

5.2.7

Indications requiring a GNSS missed approach

5.2.8

Baro-aiding effect on RAIM availability

5.2.9

Satellite unserviceability and prediction reliability

5.3.1

Advisory vertical guidance on a 2D procedure

5.3.2

Kinds of 3D instrument approach procedures

5.3.3

GLS instrument-approach components

5.3.4

GBAS / local-area augmentation principles

5.3.5

GLS guidance validity beyond D-Max

6.1.1

PBN principles: RNAV and RNP capability

6.1.2

PBN airspace: comms, nav, surveillance, ATM

6.1.3

PBN performance: accuracy, integrity, continuity

6.1.4

Performance monitoring and alerting for PBN

6.2.1

RNP 2, RNP 1 and RNP APCH specifications

6.2.2

Meaning of a specified RNP value

6.2.3

RNP errors: FTE, PDE, TSE, NSE/PEE

6.2.4

RNP leg types (TF, RF, IF, HF, HM, HA, DF, FA, CF)

6.2.5

Fly-by, fly-over and fixed-radius transitions

6.2.6

RNP navigation authorisation requirements

6.2.7

GNSS receiver requirements for RNP APCH

6.2.8

RNP to published Baro/VNAV minima

6.2.9

RNP to published LP or LPV minima

6.2.10

Receiver mode for a successful RNP approach

6.2.11

Augmented vs non-augmented approaches

6.2.12

Read IAP charts and extract the correct minima

6.2.13

Valid local QNH for RNP approaches

6.2.14

LNAV/VNAV (Baro) vs LPV (SBAS) 3D approaches

6.2.15

SBAS principles and published minima

6.2.16

How SBAS affects RNP approaches

6.2.17

APV Baro-VNAV charts, minima, temp and VPA

6.2.18

Linear vs angular vertical-guidance deviation

6.2.19

Baro-VNAV VPA construction and ISA temperature

7.1.1

RVSM flight-level range in Australian airspace

7.1.2

Operational requirements in designated RVSM airspace

7.1.3

Altimeter accuracy tolerances for RVSM

7.1.4

Level-off height tolerance in RVSM airspace

7.1.5

RVSM phraseology and altimetry-system failure

8.1.1

Vestibular orientation without visual reference

8.1.2

Somatogravic and somatogyral illusions

8.1.3

Visual illusions (false horizon, black hole, flicker)

8.1.4

GNSS procedures that protect situational awareness

8.1.5

CDFA benefits from a human-performance view