Airplane Instrument Rating (IRA)

An instrument rating can be a valuable addition to your pilot certificate. An instrument rating will make you a safer pilot, make you a more precise pilot, increase your aviation knowledge, and help you understand the role of ATC.

Many pilots will say that an instrument rating is “a license to fly in bad weather.” Pilots should say this is a “precision flying license” instead. That’s what instrument flying is all about. The ability to navigate to a destination using ATC clearances, navigation equipment and get safely to the ground without ever seeing the ground above 200’ AGL (typical precision approach DH).

I would never tell a pilot not to seek additional training, however, before pursuing an instrument rating, you should think about how you typically fly. If you only fly about 10 hours a year or barely keeping passenger currency for a VFR flight, you will not be able to keep proficient at instrument flying. If you don’t fly that often, and would like to have an instrument rating strictly to avoid being stuck somewhere, will you really be able to keep on top of things in the complex world of Single Pilot IFR? Pilot proficiency is really important in the world of IFR. Not being proficient in the ways of IFR flight, it could literally be the difference between life and death.

Should you train in a typical steam gauge six-pack style plane or an advanced glass cockpit? I would say, one argument may be, to train in whatever it is you own or will be flying after your instrument rating check ride. However, a glass cockpit will typically simplify many things. With that said, learning in a glass cockpit, and attempting to fly a six-pack style plane afterwards will be incredibly difficult. The instrument scan is really different, and things aren’t monitored as easily as on a glass cockpit. So, I would recommend learning in a six-pack style airplane as those skills are easily transferred to a glass-cockpit. A study was done, where two groups of students started from scratch. One group began primary training in a six-pack style airplane and got through their instrument rating, and the other group began in an advanced glass cockpit. After each group got their instrument rating, they switched airplane types. The group that began with the six-pack and switched to a glass cockpit had a much easier time transitioning.

If you are doing your instrument rating training under part 61, there is one prerequisite I would definitely have finished before you begin. A pilot must have 50 hours of pilot-in-command cross-country time before they are eligible to take the instrument rating check ride. This requirement tends to hurt a lot of pilots. They are eager to begin their instrument rating training immediately after they pass their private pilot check ride, and they get through all their training and they get stuck time building. By the time they are done time building, they need to relearn all their instrument skills eating up time and money. One way to try to help with this requirement is to make every instrument training flight a cross-country flight. Doesn’t have to be an IFR trip, but when practicing approaches, and instrument flying, do it at an airport that is far enough away to count as cross-country. This way, if it is done in VFR conditions, you can build PIC cross country time, as well as simulated instrument time.

You might be wondering if you can do your instrument training in actual conditions. The answer is yes, however, your instructor becomes the pilot in command and you must obey all regulations pertaining to IFR flight. You may not log the time as PIC being the sole manipulator because you are no longer “rated” for the flight however it still counts as instrument time and total time. I would not recommend actual conditions until you are well aware of all the regulations yourself, otherwise you may be overwhelmed. Keep in mind, Single Pilot IFR has a very high workload, and if your instructor is essentially the only “IFR” pilot, it may be dangerous.

FAR Requirements for an Airplane Instrument Rating

The requirements for an instrument rating are covered in FAR Part 61.65

FAR Part 61.65 General

A person who applies for an instrument rating must:

1. Hold at least a current private pilot certificate, or be concurrently applying for a private pilot certificate, with an airplane, helicopter, or powered-lift rating appropriate to the instrument rating sought;
2. Be able to read, speak, write, and understand the English language. If the applicant is unable to meet any of these requirements due to a medical condition, the Administrator may place such operating limitations on the applicant's pilot certificate as are necessary for the safe operation of the aircraft;
3. Receive and log ground training from an authorized instructor or accomplish a home-study course of training on the aeronautical knowledge areas of paragraph (b) of this section that apply to the instrument rating sought;
4. Receive a logbook or training record endorsement from an authorized instructor certifying that the person is prepared to take the required knowledge test;
5. Receive and log training on the areas of operation of paragraph (c) of this section from an authorized instructor in an aircraft, flight simulator, or flight training device that represents an airplane, helicopter, or powered-lift appropriate to the instrument rating sought;
6. Receive a logbook or training record endorsement from an authorized instructor certifying that the person is prepared to take the required practical test;
7. Pass the required knowledge test on the aeronautical knowledge areas of paragraph (b) of this section; however, an applicant is not required to take another knowledge test when that person already holds an instrument rating; and
8. Pass the required practical test on the areas of operation in paragraph (c) of this section in—
1. An airplane, helicopter, or powered-lift appropriate to the rating sought; or
2. A flight simulator or a flight training device appropriate to the rating sought and for the specific maneuver or instrument approach procedure performed. If an approved flight training device is used for the practical test, the instrument approach procedures conducted in that flight training device are limited to one precision and one nonprecision approach, provided the flight training device is approved for the procedure performed.

Aeronautical knowledge.

A person who applies for an instrument rating must have received and logged ground training from an authorized instructor or accomplished a home-study course on the following aeronautical knowledge areas that apply to the instrument rating sought:

1. Federal Aviation Regulations of this chapter that apply to flight operations under IFR;
2. Appropriate information that applies to flight operations under IFR in the “Aeronautical Information Manual;”
3. Air traffic control system and procedures for instrument flight operations;
4. IFR navigation and approaches by use of navigation systems;
5. Use of IFR en route and instrument approach procedure charts;
6. Procurement and use of aviation weather reports and forecasts and the elements of forecasting weather trends based on that information and personal observation of weather conditions;
7. Safe and efficient operation of aircraft under instrument flight rules and conditions;
8. Recognition of critical weather situations and windshear avoidance;
9. Aeronautical decision making and judgment; and
10. Crew resource management, including crew communication and coordination.

Flight proficiency.

A person who applies for an instrument rating must receive and log training from an authorized instructor in an aircraft, or in a flight simulator or flight training device, in accordance with paragraph (g) of this section, that includes the following areas of operation:

1. Preflight preparation;
2. Preflight procedures;
3. Air traffic control clearances and procedures;
4. Flight by reference to instruments;
5. Navigation systems;
6. Instrument approach procedures;
7. Emergency operations; and
8. Postflight procedures.

Aeronautical experience for the instrument-airplane rating.

A person who applies for an instrument-airplane rating must have logged:

1. Except as provided in paragraph (g) of this section, 50 hours of cross-country flight time as pilot in command, of which 10 hours must have been in an airplane; and
2. Forty hours of actual or simulated instrument time in the areas of operation listed in paragraph (c) of this section, of which 15 hours must have been received from an authorized instructor who holds an instrument-airplane rating, and the instrument time includes:
1. Three hours of instrument flight training from an authorized instructor in an airplane that is appropriate to the instrument-airplane rating within 2 calendar months before the date of the practical test; and
2. Instrument flight training on cross country flight procedures, including one cross country flight in an airplane with an authorized instructor, that is performed under instrument flight rules, when a flight plan has been filed with an air traffic control facility, and that involves—
1. A flight of 250 nautical miles along airways or by directed routing from an air traffic control facility;
2. An instrument approach at each airport; and
3. Three different kinds of approaches with the use of navigation systems.

See FAR Part 61.65 (h) for information regarding the use of flight simulators and aviation training devices.

How to go about getting the Instrument Rating

The requirements are of course listed above but there are a few basics that apply to most ratings. You will have to complete a written exam, an oral exam, and a practical exam when eligible.

To summarize the requirements, you are eligible for the instrument rating check ride when you have completed the written exam, completed 50 hours of PIC Cross Country Time, and 40 hours of simulated instrument time, of which 15 hours is dual instruction, and have received instructor endorsement saying you are prepared for the practical exam.

It is my recommendation to complete the written exam as early as possible. You may not fully understand what you are reading, but it will give you an idea of what to ask and what to watch for as you begin your training. You don’t want to be the guy who is all set to take the oral and practical, and get hung up on taking the written. The written exam is valid for 2 years.

Taking the Written

There are a few great resources to study for the written. The AIM is a given. The Instrument Flying Handbook and the Instrument Procedures Handbook are both available for free online. I strongly recommend reading through them as you train.

The FAA-H-8083-15B Handbook is the "Instrument Flying Handbook" and is available for free at: FAA-H-8083-15B - Instrument Flying Handbook

The FAA-H-8261-1A Handbook is the "Instrument Procedures Handbook" is also available for free at: FAA-H-8261-1A - Instrument Procedures Handbook

Another great resource is GLEIM. To help prepare for the Instrument Rating – Airplane written exam (IRA), the following GLEIM book is a great study guide that I highly recommend. It has questions, answers, and explanations. I do not recommend simply memorizing answers, but it is a way that can be done for most.

Building Cross Country Time

Another place a lot of students get hung up on is the 50 hour PIC cross country requirement. Some pilots are eager to start instrument training as soon as they finish their private pilot check ride, and end up having to wait to build time. You can build these hours as you go, if you practice all of your holds and approaches at airports that satisfy the 50 nm rule. It is recommended though to build at least half of that before you begin training.

Building Simulated Instrument Time

A lot of pilots are also eager to start building simulated instrument time. Some instructors say that the instrument rating is complex enough, that the entire 40 hours would be well worth spending with a qualified instrument instructor, and not the bare minimum 15 hours. One very important thing to consider is that, you don’t want to practice before you know what “good habits” are. You should get at least a few hours of dual under your belt before you start building this simulated instrument time. It doesn’t do you any good to practice the wrong way for 40 hours. Going back to the law of primacy, practicing the wrong way for 40 hours might actually hurt you later when you encounter an emergency and revert back to what you practiced incorrectly. When you learn the right way to do things, it is worthwhile though to practice with a safety pilot.

For information on logging time with a safety pilot, read this page! Logging time as a safety pilot

The Basic Training Path

There are many ways to go about training. The first few lessons might be just getting used to the view restricting goggles again, and reinforcing fundamentals such as proper trim technique. Trim is extremely important in instrument flying to reduce pilot workload. The first few lessons might include unusual attitude recovery, which might include some unusual attitudes with different instrument/system failures.

On one of these first few flights, you may go out with your airplane and begin experimenting to determine various power settings. For example, what RPM is required to get 90 knots in level flight? What RPM is required to get 90 knots, with a 500 foot descent rate with flaps up? What about with approach flaps? Committing these power settings to memory will make flying various procedures and patterns much easier.

You will also at some point practice standard rate turns, and compass turns in the event of a vacuum pump or heading indicator failure.

As hinted above, you may also practice various “patterns” (Not referring to holding patters). These patterns get you used to adjusting cruise speeds, climb rates, and timed turns to prepare you for the various holds and approaches you may be flying later.

Pattern A:

Pattern B:

These two patterns and more are covered in better detail in the following link:

GLEIM - Pattern A and Pattern B

Instrument Currency

FAR Part 61.57(c) Instrument experience.

Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if:

1. Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following—
1. Six instrument approaches.
2. Holding procedures and tasks.
3. Intercepting and tracking courses through the use of navigational electronic systems.

Instrument Proficiency Check

The requirements of an instrument proficiency check are covered under FAR part 61.57 (d). This is also explained here.

FAR Part 61.57 (d) Instrument proficiency check

Except as provided in paragraph (e) of this section, a person who has failed to meet the instrument experience requirements of paragraph (c) for more than six calendar months may reestablish instrument currency only by completing an instrument proficiency check. The instrument proficiency check must consist of the areas of operation and instrument tasks required in the instrument rating practical test standards.

1. The instrument proficiency check must be—
1. In an aircraft that is appropriate to the aircraft category;
2. For other than a glider, in a flight simulator or flight training device that is representative of the aircraft category; or
3. For a glider, in a single-engine airplane or a glider.
2. The instrument proficiency check must be given by—
1. An examiner;
2. A person authorized by the U.S. Armed Forces to conduct instrument flight tests, provided the person being tested is a member of the U.S. Armed Forces;
3. A company check pilot who is authorized to conduct instrument flight tests under part 121, 125, or 135 of this chapter or subpart K of part 91 of this chapter, and provided that both the check pilot and the pilot being tested are employees of that operator or fractional ownership program manager, as applicable;
4. An authorized instructor; or
5. A person approved by the Administrator to conduct instrument practical tests.

If a person does not meet the instrument experience required within the prescribed time, or within the 6 calendar months after the prescribed time, they may not serve as pilot of command under IFR or in weather conditions less than the minimums prescribed for VFR until the person passes an instrument proficiency check consisting of a representative number of tasks required by the instrument rating practical test. The instrument proficiency check must be in an aircraft appropriate to the aircraft category or in a flight simulator or flight-training device representative of the aircraft category and issued by an examiner or authorized instructor.