FAA-S-8081-5F
with Changes 1 & 2
U.S. Departmentof Transportation
Federal Aviation
Administration

AIRLINE TRANSPORT PILOTAND AIRCRAFT TYPE RATING
Practical Test Standards
for
AIRPLANE

July 2008

FLIGHT STANDARDS SERVICE
Washington, DC 20591

AIRLINE TRANSPORT PILOTAND AIRCRAFT TYPE RATING
Practical Test Standards
for
AIRPLANE

2008

FLIGHT STANDARDS SERVICEWASHINGTON, DC 20591

NOTE
Material in FAA-S-8081-5F will be effective July 1, 2008. All
previous editions of the Airline Transport Pilot and Aircraft Type
Rating—Airplane Practical Test Standards will be obsolete as of thisdate.

MAJOR CHANGES
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•

Corrected website addresses (URLs).
Updated and added references.
Added icing conditions and hazard awareness references,emphasis, and evaluation elements.
Clarified multiengine requirements and results.
Clarified possible results if applicant refuses to perform a task
or element.
Added traffic awareness to special emphasis area.
Clarified when a medical certificate is required.
Clarified requirement for inflight shutdown, feathering, if
propeller driven, and restart while airborne.
Standardized “knowledge” terminology.
Added single pilot resource management (SRM).
Clarified intent for checklist accomplishment in crew served
airplanes.
Added “Naval Vessel Protection” and “No Wake” zones inseaplane area.
Added “Applicant Notes:” to clarify intent, scope, and range ofthe examiner's authorization to conduct the evaluation.
Added “bank” to unusual attitudes for clarification.
Added “displays” to tasks where appropriate to include
evaluation of newer avionics and usage of panel multifunction
displays.
Clarified intent for raw data approaches to be flown as much as
possible by reference to standby or backup instrumentation.
Revised verbiage to allow “approved method” in addition to
manufacturer's method concerning checklist performance.

FAA-S-8081-5F

RECORD OF CHANGES
Change 1 (12-16-08)
Changes made to satisfy FAA Safety Recommendation 05.124.
Introduction—Special Emphasis Areas:•

Added recognition of wing contamination to icing; adverse
effects of wing contamination in icing conditions during takeoff,cruise, and landing phases of flight; and icing procedures of
information published by the manufacturer, within the AFM, thatis specific to the type of aircraft;

I. AREA OF OPERATION: PREFLIGHT PREPARATION
B. TASK: PERFORMANCE AND LIMITATIONS•

Added: Demonstrates adequate knowledge of procedures forwing contamination recognition and adverse effects of airframe
icing during pre-takeoff, takeoff, cruise, and landing phases offlight. (Pilots applying for an aircraft type rating should haveadequate knowledge of icing procedures and/or available
information published by the manufacturer that is specific to thattype of aircraft.)

Change 2 (3/18/09)
1. Page 1-3, renumbered TASK IB Objectives
2. Section 2 Contents, revised page numbering, beginning with Areaof Operation II.F.
3. Appendix 1
a. Appendix 1-1, changed AC 120-45 reference to reflect the
replacement AC 61-136.
b. Appendix 1-3, VI.D., shifted “X”s to the right by one column.
c. Appendix 1-4, VIII.B., shifted row to the right by one column.

FAA-S-8081-5F

FOREWORD
The Airline Transport Pilot and Aircraft Type Rating—Airplane Practical
Test Standards (PTS) book has been published by the Federal Aviation
Administration (FAA) to establish the standards for airline transport pilot
and aircraft type rating practical tests for airplanes. FAA inspectors,
designated pilot examiners, and check airmen (referred to as examiners
throughout the remaining practical test standard) must conduct practicaltests in compliance with these standards. Flight instructors andapplicants should find these standards helpful in practical test
preparation.

____________________________
Joseph K. Tintera, Manager
Regulatory Support Division, AFS-600
Flight Standards Service

FAA-S-8081-5F

CONTENTS
INTRODUCTION............................................................................... 1
General Information ..................................................................... 1
Practical Test Standard Concept ................................................. 2
Practical Test Book Description................................................... 3
Abbreviations ............................................................................... 6
Use of the Practical Test Standards ............................................ 7
Special Emphasis Areas.............................................................. 8
Practical Test Prerequisites: Airline Transport Pilot..................... 9
Practical Test Prerequisites: Aircraft Type Rating ..................... 10
Aircraft Type Ratings Limited to “VFR ONLY” ........................... 11
Removal of the “Limited to Center Thrust” Limitation ................ 12
Aircraft and Equipment Required for the Practical Test............. 13
Use of an FAA-Approved Flight Simulator or Flight Training
Device .................................................................................. 14
Examiner Responsibility ............................................................ 15
Satisfactory Performance .......................................................... 16
Unsatisfactory Performance ...................................................... 16
Letter of Discontinuance ............................................................ 17
Aeronautical Decision Making (ADM) and Risk Management ... 17
Crew Resource Management (CRM and Single Pilot Resource(SRM)) .................................................................................. 18
How the Examiner Evaluates CRM/SRM................................... 18
Applicant’s Use of Checklists..................................................... 19
Use of Distractions During Practical Tests ................................ 19
Positive Exchange of Flight Controls ......................................... 20
SECTION 1: PREFLIGHT PREPARATIONCONTENTS ............................................................................... 1-i
AREA OF OPERATION:
I. PREFLIGHT PREPARATION .............................................1-1
SECTION 2: PREFLIGHT PROCEDURES, INFLIGHT MANEUVERS,
AND POSTFLIGHT PROCEDURESCONTENTS ............................................................................... 2-i
AREAS OF OPERATION:
II. PREFLIGHT PROCEDURES..............................................2-1
III. TAKEOFF AND DEPARTURE PHASE ...............................2-6
IV. INFLIGHT MANEUVERS ..................................................2-15
V. INSTRUMENT PROCEDURES ........................................2-20

i

FAA-S-8081-5F

VI. LANDINGS AND APPROACHES TO LANDINGS...............2-28
VII. NORMAL AND ABNORMAL PROCEDURES .....................2-38
VIII. EMERGENCY PROCEDURES ...........................................2-39
IX. POSTFLIGHT PROCEDURES............................................2-40
APPENDIX 1—AIRPLANES: TASK VS. SIMULATION DEVICECREDITTASK VS. SIMULATION DEVICE CREDIT ...................Appendix 1-1
USE OF CHART ............................................................Appendix 1-1
FLIGHT SIMULATION DEVICE LEVEL.........................Appendix 1-2

FAA-S-8081-5F

ii

INTRODUCTION
General Information
The Flight Standards Service of the Federal Aviation Administration(FAA) has developed this practical test standard (PTS) to be used byexaminers1 when conducting airline transport pilot and aircraft typerating practical tests in airplanes. Instructors are expected to address allof the elements contained in this PTS when preparing applicants forpractical tests. Applicants should be familiar with this PTS and refer tothese standards during their training.
The FAA gratefully acknowledges the valuable assistance provided bymany individuals, companies, and organizations throughout the aviation
community who have contributed their time and talent in assisting withthe development of this practical test standard.
This PTS may be purchased from the Superintendent of Documents, U.S.
Government Printing Office (GPO), Washington, DC 20402-9325, or from
GPO’s web site at: http://bookstore.gpo.gov
This PTS is also available for download, in pdf format, from www.faa.gov
This PTS is published by the U.S. Department of Transportation,Federal Aviation Administration, Airman Testing Standards Branch,
AFS-630, P.O. Box 25082, Oklahoma City, OK 73125.
Comments regarding this publication may be sent to the following email address:
AFS630comments@faa.gov

1

The word “examiner” denotes either the FAA inspector, FAA designated pilot
examiner, or other authorized person who conducts the practical test.

1

FAA-S-8081-5F

Practical Test Standard Concept
Title 14 of the Code of Federal Regulations (14 CFR) part 61 specifies
the areas in which knowledge and skill must be demonstrated by theapplicant before the issuance of an airline transport pilot certificate and/or a type rating in airplanes. The CFRs provide the flexibility to permit
the FAA to publish practical test standards containing the AREAS OF
OPERATION and specific TASKs in which pilot competency must be
demonstrated. Title 49 of the U.S. Code (Transportation) requires theadministrator to promulgate rules and set standards in the interest of
public safety.
Adherence to provisions of the regulations and the PTS is
mandatory for the evaluation of airline transport pilot and typerating applicants. For some aircraft types, however, provisions of FAA
Flight Standardization Board (FSB) Reports may specify special details
as to how 14 CFR part 61 and this PTS apply to certain maneuvers,
TASKs, procedures, or knowledge areas. FSB Reports are available
from the Flight Standards Service System Safety’s web site at:
http://www.opspecs.com.
NOTE: Pilots employed by an air carrier certificate holder, operating
under 14 CFR part 121 or 135, or as authorized by the Administrator,
whose manual prohibits a circling approach when the weather is below
1,000 feet and 3 miles’ visibility, are not required to be checked on thecircling approach and landing from a circling approach. Aircraft typeratings added to an airline transport pilot certificate issued without
training and checking in the circling maneuver, as authorized, will beannotated “MD-11 CIRC. APCH-VMC ONLY,” for example. This
restriction may be removed when the circling approach is satisfactorily
demonstrated to a designated examiner, a check airman who is a
designated examiner, or an FAA inspector, in the appropriate typeairplane. If, under 14 CFR part 121 or 135, or as authorized by the
Administrator, the initial airline transport pilot certificate is issued
coincident with a type rating, with a circling approach restriction, theairline transport pilot certificate will be annotated, “ATP CIRC. APCHVMC ONLY, MD-11 CIRC. APCH-VMC ONLY,” for example. This
restriction to the airline transport pilot certificate level will be removed
when the first unrestricted airline transport pilot certificate or airlinetransport pilot type rating is issued. The respective circling approach
restriction will then be annotated on the certificate, as listed in the firstexample.

FAA-S-8081-5F

2

Practical Test Book Description
This practical test book contains the Airline Transport Pilot and Aircraft
Type Rating Practical Test Standards—Airplane.
The Airline Transport Pilot and Aircraft Type Rating Practical Test
Standards—Airplane includes AREAS OF OPERATION and TASKs forthe initial issuance of an airline transport pilot certificate and for the
addition of category, class, and aircraft type ratings to an airlinetransport pilot certificate. These AREAS OF OPERATION and TASKs
also apply for the issuance of an airplane type rating to a private orcommercial pilot certificate.
The AREAS OF OPERATION are divided into two sections. The first
AREA OF OPERATION in each section is conducted on the ground to
determine the applicant’s knowledge of the aircraft, equipment,
performance, and limitations.
The eight AREAS OF OPERATION located in the second section,
numbered II-IX, are considered to be the flight portion of the practicaltest. All eight of these AREAS OF OPERATION test the applicant’s
knowledge and skills.
If all TASKs of the practical test are not completed on one date, allremaining TASKs of the test must be satisfactorily completed not morethan 60 calendar days after the date on which the applicant began thetest.
AREAS OF OPERATION are phases of the practical test arranged in a
logical sequence within each standard. They begin with Preflight
Preparation and end with Postflight Procedures. The examiner may
combine TASKs with similar objectives and conduct the practical test in
any sequence that will result in a complete and efficient test; however,
the ground portion of the practical test must be accomplished
before the flight portion.
TASKs are titles of knowledge areas, flight procedures, or maneuvers
appropriate to an AREA OF OPERATION.
REFERENCES identify the publication(s) that describe(s) the TASK.
Descriptions of specific TASKs are not included in the practical test
standards because this information can be found in the current issue ofthe listed references. Publications other than those listed may be used
for references if their content conveys substantially the same meaning
as the referenced publications.

3

FAA-S-8081-5F

This practical test standard is based on the following references:
Public Law 110-135 Dated 12-12-2007
14 CFR part 1
Definitions and Abbreviations
14 CFR parts 23/25 Airworthiness Standards
14 CFR part 61
Certification: Pilots, Flight Instructors, and Ground
Instructors
14 CFR part 71
Designation of Class A, B, C, D, and E Airspace
Areas; Airways; Air Traffic Service; Routes; andReporting points
14 CFR part 91
General Operating and Flight Rules
14 CFR part 121
Operating Requirements: Domestic, flag, andSupplemental Operations
14 CFR part 135
Operating Requirements: Commuter and On
Demand Operations and Rules Governing Persons
on Board Such Aircraft
14 CFR part 139
Certification and Operations:
49 CFR part 830
Notification and Reporting of Aircraft Accidents orIncidents and Overdue Aircraft, and Preservation of
Aircraft Wreckage, Mail, Cargo, and Records
FAA-H-8083-1
Aircraft Weight and Balance Handbook
FAA-H-8083-3
Airplane Flying Handbook
FAA-H-8083-15
Instrument Flying Handbook
FAA-H-8083-23
Seaplane, Skiplane, and Float/Ski Equipped
Helicopter Operations Book
FAA-H-8083-25
Pilot’s Handbook of Aeronautical Knowledge
FAA-H-8261-1
Instrument Procedures Handbook
AC 00-2
Advisory Circular Checklist
AC 00-6
Aviation Weather
AC 00-45
Aviation Weather Services
AC 20-29
Use of Aircraft Fuel Anti-icing Additives
AC 20-117
Hazards Following Ground Deicing and Ground
Operations in Conditions Conducive to Aircraft
Icing Aeronautical Decision Making
AC 60-22
Aeronautical Decision Making
AC 60-28
English Language Skill Standards Required by
14 CFR parts 61, 63, and 65
AC 61-84
Role of Preflight Preparation
AC 61-134
General Aviation Controlled flight into Terrain
Awareness
AC 90-79
Recommended Practices and Procedures for the
Use of Long-Range Navigation
AC 90-91
North American Route Program (NRP)
AC 90-94
Guidelines for Using Global Positioning System
Equipment for Non Precision Instrument
Approaches in the U.S. National Airspace system
AC 90-100
U.S. Terminal and En Route Area Navigation(RNAV) Operations
AC 91-43
Unreliable Airspeed Indications
AC 91-51
Effect of Icing on Aircraft Control and Airplane
Deice and Anti-ice Systems
FAA-S-8081-5F

4

AC 91-70
AC 91-73
AC 91-74
AC 91-79
AC 120-27
AC 120-28
AC 120-29
AC 120-51
AC 120-57
AC 120-60
AC 120-62
AC 120-74
AC 135-17
AFD
AFM
AIM
CDL
DP
FDC NOTAMFSB Reports
IAP
IFIM
MEL
NOTAM
ODP
Other

SIAP
STAR

Oceanic Operations
Part 91 and Part 135 Single-Pilot Procedures
During Taxi Operations
Pilot Guide—Flight in Icing Conditions
Runway Overrun Prevention
Aircraft Weight and Balance Control
Criteria for Approval of Category III Landing
Weather Minima for Takeoff, Landing, and Rollout
Criteria for Approval of Category I and Category II
Weather Minima for Approach
Crew Resource Management Training
Surface Movement Guidance System
Ground Deicing and Anti-icing Program
Takeoff Safety Training Aid
Parts 91, 121, 125, and 135 Flightcrew Procedures
During Taxi Operations
Pilot Guide—Small Aircraft Ground Deicing
Airport Facility Directory
FAA-Approved Airplane Flight Manual
Aeronautical Information Manual
Configuration Deviation List
Departure Procedures
National Flight Data Center Notices to Airmen
Flight Standardization Board Reports
Instrument Approach Procedure
International Flight Information Manual
Minimum Equipment List
Notices to Airmen
Obstacle Departure Procedure
En Route Low and High Altitude Charts, Profile
Descent Charts, Pertinent Pilot’s Operating
Handbooks, and Flight Manuals
Standard Instrument Approach Procedure ChartsStandard Terminal Arrival

Note: The latest revision of these references should be used.
Objectives list the important elements that must be satisfactorily
performed to demonstrate competency in a TASK. Objectives include:
1.
2.
3.

specifically what the applicant should be able to do,
the conditions under which the TASK is to be performed, andthe acceptable standards of performance.

NOTES are used to emphasize special considerations required in the
AREAS OF OPERATION or TASKs.

5

FAA-S-8081-5F

Abbreviations
14 CFR
AC
ADM
AGL
AMEL
AMES
ATC
CDL
CFIT
CRM
DA
DH
DP
FAA
FAF
FDC
FE
FMS
FMSP
FSB
FSD
FSDO
FTD
GLS
GNSS
GPO
GPS
IAP
IFR
ILS
INS
LAHSO
LDA
LOC
MDA
MEL
NAVAID
NDB
NOTAM
NWS
POH
PT
PTS
RNAV
SRM
STAR
TAA
V1
FAA-S-8081-5F

Title 14 of the Code of Federal Regulations
Advisory Circular
Aeronautical Decision Making
Above Ground Level
Airplane Multiengine Land
Airplane Multiengine Sea
Air Traffic Control
Configuration Deviation List
Controlled Flight into Terrain
Crew Resource Management
Decision AltitudeDecision Height
Departure Procedure
Federal Aviation Administration
Final Approach Fix
Flight Data Center
Flight Engineer
Flight Management System
Flight Management System Procedures
Flight Standardization Board
Flight Simulation Device
Flight Standards District Office
Flight Training Device
GNSS Landing System
Global Navigation Satellite System
Government Printing Office
Global Positioning System
Instrument Approach Procedure
Instrument Flight Rules
Instrument Landing System
Inertial Navigation System
Land and Hold Short Operations
Localizer-type Directional Aid
ILS Localizer
Minimum Descent Altitude
Minimum Equipment List
Navigation Aid
Non-directional Beacon
Notice to Airmen
National Weather Service
Pilot’s Operating Handbook
Procedure Turn
Practical Test Standard
Area Navigation
Single-Pilot Resource Management
Standard Terminal Arrival
Terminal Arrival Area
Takeoff Decision Speed
6

V2
VDP
VFR
VMC
VMC
VOR
VR
VREF
VSSE
VX
VY

Takeoff Safety Speed
Visual Descent Point
Visual Flight Rules
Minimum Control Speed with Critical Engine Inoperative
Visual Meteorological Conditions
Very High Frequency Ominidirectional Range
Rotation Speed
Reference Landing Approach Speed
Safe, Intentional, One-Engine Inoperative Speed
Best Angle of Climb Speed
Best Rate of Climb Speed

Use of the Practical Test Standards
The TASKs in this PTS are for an initial airline transport pilot certificate,or the addition of a category, class, or aircraft type rating to an airlinetransport pilot certificate. All appropriate TASKs required for an initial
type rating are also required for pilot-in-command proficiency checks
conducted in accordance with 14 CFR part 61, section 61.58.
All TASKs are required, except as noted. When a particular element is
not appropriate to the aircraft or its equipment, that element may beomitted.
If the multiengine airplane used for the flight check does not publish a
VMC, then the “Limited to Centerline Thrust” restriction will be added to
any certificate issued from this check, unless competence in a
multiengine airplane with a published VMC has already been demonstrated.
Examples of element exceptions are: integrated flight systems foraircraft not so equipped, operation of landing gear in fixed gear aircraft,
multiengine TASKs in single-engine aircraft, or other situations where
the aircraft operation is not compatible with the requirement of theelement.
If an applicant refuses to demonstrate a requested maneuver, theexaminer may issue a Letter of Discontinuance to allow the examiner
and applicant to discuss the applicant’s concern about the requested
maneuver, or a Notice of Disapproval, if the examiner determines theapplicant’s skill and abilities to be in serious doubt.

7

FAA-S-8081-5F

Change 1 (12-16-08)

In preparation for each practical test, the examiner shall develop awritten “plan of action” for each practical test. The “plan of action” is atool, for the sole use of the examiner, to be used in evaluating theapplicant. The plan of action need not be grammatically correct or inany formal format. The plan of action must contain all of the required
AREAS OF OPERATION and TASKs and any optional TASKs selectedby the examiner.
The “plan of action” shall incorporate one or more scenarios that will be
used during the practical test. The examiner should try to include as
many of the TASKs into the scenario portion of the test as possible, butmaintain the flexibility to change due to unexpected situations as theyarise and still result in an efficient and valid test. Any TASK selected
for evaluation during a practical test shall be evaluated in its
entirety.
Note: Any equipment inoperative in accordance with a minimum
equipment list (MEL) shall be placarded in accordance with theapproved MEL procedures and explained by the applicant to theexaminer describing the procedures accomplished, the resulting
operational restrictions, and the documentation for the item(s).

Special Emphasis Areas
Examiners must place special emphasis upon areas of aircraft
operations considered critical to flight safety. Among these are:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

positive aircraft control;
procedures for positive exchange of flight controls;
stall/spin awareness;
special use airspace and other airspace areas;
collision avoidance procedures;wake turbulence and low level wind shear avoidance
procedures;
runway incursion avoidance and good cockpit discipline during
taxi operations;land and hold short operations (LAHSO);
controlled flight into terrain (CFIT);
aeronautical decision making (ADM)/risk management; andcrew resource management/single-pilot resource management(CRM/SRM) to include automation management;
recognition of wing contamination to icing;adverse effects of wing contamination in icing conditions during
takeoff, cruise, and landing phases of flight;
icing procedures of information published by the manufacturer,
within the AFM, that is specific to the type of aircraft;
traffic awareness, “See and Avoid” concept.

FAA-S-8081-5F

8Although these areas may not be specifically addressed under each
TASK, they are essential to flight safety and will be critically evaluatedduring the practical test. In all instances, the applicant’s actions must
relate to the complete situation.
Prior to the test, the examiner must explain, and the applicant must
understand, the examiner’s role regarding air traffic control (ATC), crew
resource management (CRM), and the duties and responsibilities of theexaminer through all phases of the practical test.

Practical Test Prerequisites: Airline Transport Pilot
An applicant for the original issuance of an airline transport pilot
certificate is required (prior to the practical test) by 14 CFR part 61 to:
1.
2.
3.

4.
5.

have passed the appropriate airline transport pilot knowledge
test within 24 months before the date of the practical test;
have the aeronautical experience prescribed in 14 CFRpart 61, that applies to the aircraft category and class rating;have a minimum of a third-class medical certificate, if a medical
certificate is required (if any portion of the certification mustoccur in an actual airplane, then a medical certificate isrequired for that portion);be at least 23 years of age; andbe able to read, speak, write, and understand the English
language. If there is any doubt, consult AC 60-28, English
Language Skill Standards Required by 14 CFR parts 61, 63,
and 65, or contact your local Flight Standards District Office(FSDO). The examiner must determine whether the applicant
meets the English language requirements before beginning thepractical test.

NOTE: The 24-month limitation does not apply if the applicant:1.

is employed as a flight crewmember by a certificate holder
under 14 CFR parts 121, 125, or 135 at the time of thepractical test and has satisfactorily accomplished that
operator’s approved—
a.
b.

2.

pilot in command aircraft qualification training program thatis appropriate to the certificate and rating sought; andqualification training requirements appropriate to thecertificate and ratings sought; oris employed as a flight crewmember in U.S. military air transport
operations at the time of the practical test, and has
accomplished the pilot in command aircraft qualification training
program that is appropriate to the certificate and rating sought.

9

FAA-S-8081-5F

Practical Test Prerequisites: Aircraft Type Rating
An applicant for a type rating in an airplane is required by 14 CFRpart 61 to have:
1.
2.
3.
4.

5.

the applicable experience;a minimum of a third-class medical certificate, if a medical
certificate is required (not required for simulator);
the appropriate category and class rating, or accomplish theappropriate TASKs in the private/commercial pilot PTSs;
received and logged ground training from an authorized groundor flight instructor and flight training from an authorized flight
instructor, on the AREAS OF OPERATION in this practical test
standard that apply to the aircraft type rating sought; andreceived a logbook endorsement from the instructor who
conducted the training, certifying that the applicant completed
all the training on the AREAS OF OPERATION in this practical
test standard that apply to the aircraft type rating sought.

If the applicant is an employee of a part 121 or part 135 certificate
holder, the applicant may present a training record that shows thesatisfactory completion of that certificate holder's approved pilot incommand training program for the aircraft type rating sought, instead of
the requirements of 4 and 5 above.
An applicant who holds a private pilot or limited commercial pilot
certificate is required to have passed the appropriate instrument ratingknowledge test since the beginning of the 24th month before thepractical test is taken if the test is for the concurrent issuance of an
instrument rating and an aircraft type rating.
If an applicant is taking a practical test for the issuance of a private orcommercial pilot certificate with an airplane rating, in an aircraft that
requires a type rating, private pilot practical test standards orcommercial pilot practical test standards, as appropriate to thecertificate, must be used in conjunction with this PTS. Also, the current
instrument rating practical test standard must be used in conjunction
with this PTS if the applicant is concurrently taking a practical test for
the issuance of an instrument rating and a type rating. The TASKs thatare in the private pilot, commercial pilot, or instrument rating PTS (andnot listed in this PTS) must be accomplished.
An amphibian type rating must bear the limitation “LIMITED TO LAND”
or “LIMITED TO SEA,” as appropriate, unless the applicant
demonstrates proficiency in both land and sea operations.

FAA-S-8081-5F

10

Aircraft Type Ratings Limited to “VFR ONLY”
Pilot applicants who wish to add a type rating, limited to VFR, to theircertificate must take a practical test that includes the following items, as
listed on pages 1-i, 2-i, and 2-ii of this document.
Section 1: PREFLIGHT PREPARATIONI.

AREA OF OPERATION: PREFLIGHT PREPARATION
A.
B.

TASK:
TASK:

Equipment Examination
Performance and Limitations

Section 2: PREFLIGHT PROCEDURES, INFLIGHT MANEUVERS,
AND POSTFLIGHT PROCEDURES
II.

AREA OF OPERATION: PREFLIGHT PROCEDURES
A.
B.
C.
F.

III.

Preflight Inspection
Powerplant Start
Taxiing
Pre-takeoff Checks

AREA OF OPERATION: TAKEOFF AND DEPARTURE PHASE
A.
F.
G.

IV.

TASK:
TASK:
TASK:
TASK:

TASK:
TASK:
TASK:

Normal and Crosswind TakeoffPowerplant Failure During Takeoff
Rejected Takeoff

AREA OF OPERATION: INFLIGHT MANEUVERS
A.
B.
C.
D.
E.

TASK:
TASK:
TASK:
TASK:
TASK:

Steep Turns
Approaches to Stalls
Powerplant Failure—Multiengine Airplane
Powerplant Failure—Single-engine Airplane
Specific Flight Characteristics

V.

AREA OF OPERATION: INSTRUMENT PROCEDURES—NOTAPPLICABLE

VI.

AREA OF OPERATION: LANDINGS AND APPROACHES TO
LANDINGS
A.
C.

TASK:
TASK:

H.
I.

TASK:
TASK:

Normal and Crosswind Approaches and Landings
Approach and Landing with (Simulated)
Powerplant Failure—Multiengine Airplane
Rejected Landing
Landing from a No Flap or a Nonstandard Flap
Approach

11

FAA-S-8081-5F

VII. AREA OF OPERATION: NORMAL AND ABNORMAL
PROCEDURES
A.

TASK:

Normal and Abnormal Procedures

VIII. AREA OF OPERATION: EMERGENCY PROCEDURES
A.
IX.

TASK:

Emergency Procedures

AREA OF OPERATION: POSTFLIGHT PROCEDURES—ALLTASKS AS APPLICABLE

Removal of the “Limited to Center Thrust” Limitation
The removal of the “Limited to Center Thrust” limitation at the airlinetransport pilot certificate level requires an applicant to satisfactorily
perform the following AREAS OF OPERATION and TASKs from FAAS-8081-5,(as amended) Airline Transport Pilot and Aircraft Type Rating
Practical Test Standards—Airplane and the following AREAS OF
OPERATION and TASKs from FAA-S-8081-12 (as amended),Commercial Pilot Practical Test Standards—Airplane during thepractical test in a multiengine airplane that has a manufacturer’s
published VMC speed. From FAA-S-8081-5, Airline Transport Pilot andAircraft Type Rating Practical Test Standards—Airplane:
III.

AREA OF OPERATION: TAKEOFF AND DEPARTURE PHASE
F.
G.

IV.

Powerplant Failure During Takeoff
Rejected Takeoff

AREA OF OPERATION: INFLIGHT MANEUVERS
C.

VI.

TASK:
TASK:

TASK:

Powerplant Failure—Multiengine Airplane

AREA OF OPERATION: LANDINGS AND APPROACHES TO
LANDINGSC.

TASK:Approach and Landing with (Simulated)
Powerplant Failure⎯Multiengine Airplane

From FAA-S-8081-12, Commercial Pilot Practical Test Standards—
Airplane: Section II Commercial Pilot Airplane—Multiengine Land andMultiengine Sea:
I.

AREA OF OPERATION: PREFLIGHT PREPARATION
H. TASK:FAA-S-8081-5F

Principles of Flight—Engine Inoperative

12

X.

AREA OF OPERATION: MULTIENGINE OPERATIONS
A. TASK:
B. TASK:

Maneuvering with One Engine Inoperative
VMC Demonstration

NOTE: A flight simulator or flight training device representative of amultiengine airplane, with a manufacturer’s published VMC speed, may
be used if used in accordance with a program approved for a 14 CFRpart 142 certificate holder.

Aircraft and Equipment Required for the Practical Test
If the practical test is conducted in an aircraft, the applicant is requiredby 14 CFR part 61 to provide an appropriate and airworthy aircraft foruse during the practical test. Its operating limitations must not prohibit
the TASKs required on the practical test. Multiengine certification flightchecks require normal engine shutdowns and restarts in the air toinclude propeller feathering and unfeathering. The AFM must notprohibit these procedures. (Low power settings for cooling periods prior
to the actual shutdown are acceptable and encouraged as the AFM
states.) The exception is for type ratings when that particular airplane
was not certificated with inflight unfeathering capability. For those
airplanes ONLY, simulated powerplant failures will suffice.
Flight instruments are those required for controlling the aircraft without
outside references. The required radio equipment is that which isnecessary for communications with ATC, and for the performance of
instrument approach procedures. GPS equipment must be instrument
certified and contain the current database.
If the practical test is conducted in an aircraft, the applicant is required
to provide an appropriate view limiting device that is acceptable to theexaminer. The device must be used during all testing that requires
testing “solely by reference to instruments.” This device must preventthe applicant from having visual reference outside the aircraft, but notprevent the examiner from having visual reference outside the aircraft.
A procedure should be established between the applicant and theexaminer as to when and how this device should be donned andremoved and this procedure briefed before the flight.
The applicant is expected to demonstrate automation management
skills in utilizing the autopilot, avionics and systems displays, and/or
flight management system (FMS), as applicable to installed equipment,
during the practical test to assist in the management of the aircraft. The
examiner is expected to test the applicant’s knowledge of the systems
that are installed and operative during the oral and flight portions of thepractical test.

13

FAA-S-8081-5F

If the practical test is conducted in the aircraft and the aircraft has an
operable and properly installed GPS, the applicant must demonstrate
GPS approach proficiency. If the applicant has contracted for training in
an approved course that includes GPS training, and the airplane/
simulator/FTD has a properly installed and operable GPS, the applicant
must demonstrate GPS approach proficiency. When a practical test is
conducted for a 14 CFR part 121/135 operator, the operator’s approved
training program is controlling.
NOTE: The applicant must perform the tasks, except for water
operations, in actual or simulated instrument conditions unless thepractical test cannot be accomplished under instrument flight rules
because the aircraft’s type certificate makes the aircraft incapable ofoperating under instrument flight rules.

Use of an FAA-Approved Flight Simulator or Flight Training
DeviceIn the AREA OF OPERATION labeled “PREFLIGHT PREPARATION,”
the TASKs are knowledge only. These TASKs do not require the use ofa flight training device (FTD), flight simulator, or an aircraft toaccomplish, but they may be used.
Each inflight maneuver or procedure must be performed by theapplicant in an FTD, flight simulator, or an aircraft. Appendix 1 of thispractical test standard should be consulted to identify the maneuvers orprocedures that may be accomplished in an FTD or flight simulator. The
level of FTD or flight simulator required for each maneuver or procedureis also found in appendix 1.
When accomplished in an aircraft, certain TASK elements may be
accomplished through “simulated” actions in the interest of safety andpracticality, but when accomplished in an FTD or flight simulator, thesesame actions would not be “simulated.” For example, when in anaircraft, a simulated engine fire may be addressed by retarding thethrottle to idle, simulating the shutdown of the engine, simulating thedischarge of the fire suppression agent, and simulating thedisconnection of associated electrics, hydraulics, pneumatics, etc.
However, when the same emergency condition is addressed in an FTD
or a flight simulator, all TASK elements must be accomplished as would
be expected under actual circumstances. Similarly, safety of flight
precautions taken in the aircraft for the accomplishment of a specificmaneuver or procedure (such as limiting the altitude in an approach tostall, or setting maximum airspeed for a rejected takeoff) need not betaken when an FTD or a flight simulator is used.

FAA-S-8081-5F

14

It is important to understand that whether accomplished in an FTD, aflight simulator, or the aircraft, all TASKs and TASK elements for eachmaneuver or procedure will have the same performance criteria applied
for determination of overall satisfactory performance.

Examiner Responsibility
The examiner who conducts the practical test is responsible fordetermining that the applicant meets the standards outlined in the
Objective of each TASK within the AREAS OF OPERATION in thepractical test standard. The examiner must meet this responsibility bydetermining that the applicant's knowledge and skill meet the Objective
in all required TASKs.
The equipment examination in Section 1 must be closely coordinatedand related to the flight portion of the practical test in Section 2, butmust not be given during the flight portion of the practical test. The
equipment examination should be administered prior (it may be thesame day) to the flight portion of the practical test. The examiner may
accept written evidence of the equipment exam if the exam is approvedby the Administrator and administered by an individual authorized by
the Administrator. The examiner must use whatever means deemedsuitable to determine that the applicant's equipment knowledge meetsthe standard.
The AREAS OF OPERATION in Section 2 contain TASKs, which
include both “knowledge” and “skill” elements. The examiner must ask
the applicant to perform the skill elements. Knowledge elements notevident in the demonstrated skills may be tested by questioning, at
anytime, during the flight event. Questioning inflight should be usedjudiciously so that safety is not jeopardized. Questions may be deferred
until after the flight portion of the test is completed.
For aircraft requiring only one pilot, the examiner may not assist theapplicant in the management of the aircraft, radio communications,tuning and identifying navigational equipment, or using navigation
charts. If the examiner, other than an FAA Inspector, is qualified andcurrent in the specific make and model aircraft that is certified for two or
more crewmembers, he or she may occupy a duty position.
If the examiner occupies a duty position on an aircraft that requires two
or more crewmembers, the examiner must fulfill the duties of that
position. Moreover, when occupying a required duty position, theexaminer must perform crew resource management (CRM) functions as
briefed and requested by the applicant except during theaccomplishment of steep turns and approach to stalls. During these two
TASKs the applicant must demonstrate their ability to control the aircraftwithout the intervention from the non flying pilot.
SAFETY OF FLIGHT must be the prime consideration at all times. The
examiner, applicant, and crew must be constantly alert for other traffic.
15

FAA-S-8081-5F

Satisfactory Performance
The ability of an applicant to safely perform the required TASKs isbased on:
1.

2.

3.

4.

performing the TASKs specified in the AREAS OF
OPERATION for the certificate or rating sought within theapproved standards;
demonstrating mastery of the aircraft with the successful
outcome of each TASK performed never seriously in doubt(14 CFR section 61.43(a)(2));
demonstrating satisfactory proficiency and competency within
the approved standards and single-pilot competence if theaircraft is type certificated for single-pilot operations; anddemonstrating sound judgment and single-pilot resource
management/crew resource management.

“Knowledge” means the applicant can describe in general or specificterms a response to the examiner’s question.
“Satisfactory knowledge” means the applicant’s answer contains atleast 70 percent of the reference answer to the examiner’s question(“textbook answer”) and if the applicant’s actions followed his/her
response, the safety of the airplane would never be seriously in doubt.

Unsatisfactory Performance
The tolerances represent the performance expected in good flying
conditions. If, in the judgment of the examiner, the applicant does notmeet the standards of performance of any TASK performed, theassociated AREA OF OPERATION is failed and therefore, the practical
test is failed.
NOTE: The tolerances stated in this standard are intended to be used
as a measurement of the applicant’s ability to operate in the instrument
environment. They provide guidance for examiners to use in judging theapplicant’s qualifications. The regulations governing the tolerances for
operation under Instrument Flight Rules are established in 14 CFRpart 91.
The examiner or applicant may discontinue the test at any time when
the failure of an AREA OF OPERATION makes the applicant ineligible
for the certificate or rating sought. The test may be continued ONLY
with the consent of the applicant. If the test is discontinued, theapplicant is entitled credit for only those AREAS OF OPERATION andtheir associated TASKs satisfactorily performed. However, during theretest, and at the discretion of the examiner, any TASK may bereevaluated, including those previously passed.

FAA-S-8081-5F

16

Typical areas ofdisqualification are:
1.
2.

3.
4.

unsatisfactory

performanceandgroundsforAny action or lack of action by the applicant that requires
corrective intervention by the examiner to maintain safe flight.
Failure to use proper and effective visual scanning techniques,
when applicable, to clear the area before and while performing
maneuvers.
Consistently exceeding tolerances stated in the Objectives.
Failure to take prompt corrective action when tolerances are
exceeded.

When a Notice of Disapproval is issued, the examiner shall record theapplicant’s unsatisfactory performance in terms of the AREA OFOPERATION and specific TASK(s) not meeting the standard
appropriate to the practical test conducted. The AREA(s) OF OPERATION/TASK(s) not tested and the number of practical test failures shall also
be recorded. If the applicant fails the practical test because of a special
emphasis area, the Notice of Disapproval shall indicate the associated
TASK. For example, AREA OF OPERATION VI, TASK D, Landing Froma Circling Approach, failure to avoid runway incursion.

Letter of Discontinuance
When a practical test is discontinued for reasons other thanunsatisfactory performance (i.e., equipment failure, weather, illness),
The FAA Form 8710-1, Airman Certificate and/or Rating Application,
and, if applicable, the Airman Knowledge Test Report, is returned to theapplicant. The examiner then must prepare, sign, and issue a Letter ofDiscontinuance to the applicant. The Letter of Discontinuance must
identify the AREAS OF OPERATION and their associated TASKs of thepractical test that were successfully completed. The applicant must be
advised that the Letter of Discontinuance must be presented to theexaminer, to receive credit for the items successfully completed, when
the practical test is resumed, and made part of the certification file.

Aeronautical Decision Making (ADM) and Risk Management
The examiner must evaluate the applicant’s ability throughout thepractical test to use good aeronautical decision making procedures inorder to evaluate risks. The examiner must accomplish this requirement
by developing scenarios that incorporate as many TASKs as possible toevaluate the applicant’s risk management in making safe aeronauticaldecisions. For example, the examiner may develop a scenario thatincorporates weather decisions and performance planning. Information
may be found in AC 60-22, Aeronautical Decision Making, and manyother resources as well.

17

FAA-S-8081-5F

Crew Resource Management (CRM and Single Pilot Resource
Management (SRM))
CRM/SRM “…refers to the effective use of all available resources:
human resources, hardware, and information. Other groups routinely
working with the cockpit crew (or single pilot) who are involved indecisions required to operate a flight safely are also essential
participants in an effective CRM process. These groups include, but are
not limited to: dispatchers, flight attendants, maintenance personnel,
flight operations managers, management, pilot examiners, check airmen,
flight standards officers, and air traffic controllers.” CRM/SRM is not asingle TASK. CRM/SRM is a set of competencies, which must be
evident in all TASKs in this practical test standard, as applied to thesingle-pilot or the multicrew operation. CRM focuses on situationalawareness, communication skills, teamwork, task allocation, and decision
making within a comprehensive framework of standard operatingprocedures (SOP). SRM is the management of all resources onboard
the aircraft and available from outside resources to the single pilot.
CRM/SRM deficiencies almost always contribute to the unsatisfactory
performance of a TASK. For debriefing purposes, an amplified list of
CRM competencies, expressed as behavioral markers, may be found in
AC 120-51, as amended, Crew Resource Management Training. These
markers consider the use of various levels of automation in flight
management systems.
CRM/SRM evaluations are still largely subjective. Certain CRM
competencies are well-suited to objective evaluation. These are theCRM-related practices set forth in the aircraft manufacturer’s or theoperator’s FAA-approved operating or training manuals as explicit,
required procedures. The CRM procedures may be associated with one
or more TASKs in these practical test standards. Examples include
required briefings, radio calls, and instrument approach callouts. The
evaluator simply observes that the individual complies (or fails tocomply) with requirements.

How the Examiner Evaluates CRM/SRM
Examiners are required to exercise proper CRM/SRM competencies in
conducting tests, as well as expecting the same from applicants.
Pass/Fail judgments based solely on CRM/SRM issues must be
carefully chosen since they may be entirely subjective. Those Pass/Failjudgments, which are not subjective, apply to CRM-related proceduresin FAA-approved operations manuals that must be accomplished, suchas briefings to other crewmembers. In such cases, the operator (or theaircraft manufacturer) specifies what should be briefed and when thebriefings should occur.

FAA-S-8081-5F

18

The examiner may judge objectively whether the briefings should occur.
The examiner may judge objectively whether the briefing requirement
was or was not met. In those cases where the operator (or aircraft
manufacturer) has not specified a briefing, the examiner shall require
the applicant to brief the appropriate items from the following note. The
examiner may then judge objectively whether the briefing requirement
was or was not met.
NOTE: The majority of aviation accidents and incidents are due toresource management failures by the pilot/crew; fewer are due totechnical failures. Each applicant must give a crew briefing before
each takeoff/departure and approach/landing. If the operator or
aircraft manufacturer has not specified a briefing, the briefing mustcover the appropriate items, such as: departure runway, DP/STAR/
IAP, power settings, speeds, abnormal or emergency procedures
prior to or after reaching decision speed (i.e., V1 or VMC),
emergency return intentions, missed approach procedures, FAF,
altitude at FAF, initial rate of descent, DA/DH/MDA, time to missed
approach, and what is expected of the other crewmembers during
the takeoff/DP and approach/landing. If the first takeoff/departureand approach/landing briefings are satisfactory, the examiner may allow
the applicant to brief only the changes, during the remainder of theflight.

Applicant’s Use of Checklists
Throughout the practical test, the applicant is evaluated on the use of
an appropriate checklist. In crew served airplanes, the applicant as PIC(acting) should coordinate all checklists with the crew to ensure all
items are accomplished in a timely manner. The applicant as acting PIC
should manage the flight to include crew checklist performance,
requiring standard callouts, announcing intentions, and initiating
checklist procedures. If the airplane is a single-pilot airplane, theapplicant should demonstrate CRM principles described as single pilot
resource management (SRM). Proper use is dependent on the specific
TASK being evaluated. The situation may be such that the use of thechecklist, while accomplishing elements of an Objective, would beeither unsafe or impractical, especially in a single-pilot operation. In thiscase, a review of the checklist after the elements have beenaccomplished would be appropriate. Use of a checklist should also
consider visual scanning and division of attention at all times.

Use of Distractions During Practical Tests
Numerous studies indicate that many accidents have occurred when
the pilot has been distracted during critical phases of flight. To evaluate
the pilot’s ability and situational awareness to utilize proper control
technique while dividing attention both inside and outside the cockpit,
the examiner must cause a realistic distraction during the flight portion
19

FAA-S-8081-5F

of the practical test to evaluate the applicant’s ability to divide attention
while maintaining safe flight.

Positive Exchange of Flight Controls
During the flight, there must always be a clear understanding between
the pilots of who has control of the aircraft. Prior to flight, a briefing
should be conducted that includes the procedure for the exchange offlight controls. Some operators have established a two-step procedure
for exchange of flight controls. A popular three-step process in theexchange of flight controls between the pilots is explained below. Any
safe procedure agreed to by the applicant and the examiner is
acceptable.
When one pilot wishes to give the other pilot control of the aircraft, he or
she will say, “You have the flight controls.” The other pilot
acknowledges immediately by saying, “I have the flight controls.” Thefirst pilot again says, “You have the flight controls.” When control isreturned to the first pilot, follow the same procedure. A visual check is
recommended to verify that the exchange has occurred. There should
never be any doubt as to who is flying the aircraft.

FAA-S-8081-5F

20

SECTION 1
PREFLIGHT PREPARATIONSECTION 1—PREFLIGHT PREPARATIONCONTENTS
AREA OF OPERATIONI.

PREFLIGHT PREPARATION........................................................... 1-1
A. EQUIPMENT EXAMINATION ..................................................... 1-1
B. PERFORMANCE AND LIMITATIONS ........................................ 1-2
C. WATER AND SEAPLANE CHARACTERISTICS(AMES/ASES) .............................................................................. 1-3
D. SEAPLANE BASES, MARITIME RULES, AND AIDSTO MARINE NAVIGATION (AMES/ASES)................................. 1-4

1-i

FAA-S-8081-5F

I. AREA OF OPERATION: PREFLIGHT PREPARATION
A. TASK: EQUIPMENT EXAMINATIONREFERENCES: AC 20-29, AC 20-117, AC 91-43, AC 91-51,
AC 91-74, AC 120-60, AC 135-17, 14 CFR part 61; POH; AFM.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge appropriate to the airplane;
its systems and components; its normal, abnormal, andemergency procedures; and uses the correct terminology
with regard to the following items—
a.

b.

c.

d.

e.
f.
g.

h.

i.

j.

landing gear—extension/retraction system(s); indicators,
float devices, brakes, antiskid, tires, nose-wheel steering,and shock absorbers.
powerplant—controls and indications, induction system,
carburetor and fuel injection, turbocharging, cooling, fire
detection/protection, mounting points, turbine wheels,compressors, deicing, anti-icing, and other related
components.
propellers—type, controls, feathering/unfeathering, autofeather, negative torque sensing, synchronizing, andsynchrophasing.
fuel system—capacity; drains; pumps; controls;
indicators; crossfeeding; transferring; jettison; fuel grade,color and additives; fueling and defueling procedures;and fuel substitutions, if applicable.
oil system—capacity, grade, quantities, and indicators.
hydraulic system—capacity, pumps, pressure, reservoirs,
grade, and regulators.
electrical system—alternators, generators, battery, circuit
breakers and protection devices, controls, indicators, andexternal and auxiliary power sources and ratings.
environmental systems—heating, cooling, ventilation,oxygen and pressurization, controls, indicators, andregulating devices.
avionics and communications—autopilot; flight director;
Electronic Flight Instrument Systems (EFIS); Flight
Management System(s) (FMS); Doppler Radar; Inertial
Navigation Systems (INS); Global Positioning System/
Wide Area Augmentation System/Local Area
Augmentation System (GPS/WAAS/LAAS); VOR, NDB,ILS, GLS, RNAV systems and components; traffic (MLS
deleted) awareness/warning/avoidance systems, terrain
awareness/warning/alert systems; other avionics orcommunications equipment, as appropriate; indicating
devices; transponder; and emergency locator transmitter.
ice protection—anti-ice, deice, pitot-static system
protection, propeller, windshield, wing and tail surfaces.
1-1

FAA-S-8081-5F

k.

crewmember and passenger equipment—oxygen
system, survival gear, emergency exits, evacuation
procedures and crew duties, and quick donning oxygenmask for crewmembers and passengers.
l. flight controls—ailerons, elevator(s), rudder(s), control
tabs, balance tabs, stabilizer, flaps, spoilers, leadingedge flaps/slats and trim systems.
m. pitot-static system with associated instruments and thepower source for the flight instruments.
2.

Exhibits satisfactory knowledge of the contents of the POH
or AFM with regard to the systems and components listed inparagraph 1 (above); the Minimum Equipment List (MEL)
and/or configuration deviation list (CDL), if appropriate; andthe operations specifications, if applicable.

B. TASK: PERFORMANCE AND LIMITATIONSREFERENCES: 14 CFR parts 1, 61, 91; AFD; POH; AFM; AIM;
AC 20-117, AC 91-51, AC 91-74, AC 91-79, AC 120-27; AC 120-60,
AC 135-17 FAA-H-8083-1, FAA-H-8083-3, FAA-H-8083-23,
FAA-H-8083-25.
Objective. To determine that the applicant:1.

2.

Exhibits satisfactory knowledge of performance andlimitations, including a thorough knowledge of the adverse
effects of exceeding any limitation.
Demonstrates proficient use of (as appropriate to the
airplane) performance charts, tables, graphs, or other data
relating to items, such as—
a.
b.
c.
d.

e.
f.
g.
h.
i.
j.
k.
l.

FAA-S-8081-5F

accelerate-stop distance.
accelerate-go distance.
takeoff performance—all engines and with engine(s)inoperative.
climb performance including segmented climb
performance with all engines operating—with one ormore engine(s) inoperative, and with other engine
malfunctions as may be appropriate.
service ceiling—all engines, with engines(s)inoperative, including drift down, if appropriate.
cruise performance.
fuel consumption, range, and endurance.
descent performance.
landing distance.
land and hold short operations (LAHSO).
go-around from rejected landings (landing climb).
other performance data (appropriate to the airplane).

1-2Change 1 (12/16/08) Change 2 (3/18/09)
3.

Describes (as appropriate to the airplane) the airspeeds usedduring specific phases of flight.
4. Describes the effects of meteorological conditions upon
performance characteristics and correctly applies these factors
to a specific chart, table, graph, or other performance data.
5. Computes the center-of-gravity location for a specific loadcondition (as specified by the examiner), including adding,removing, or shifting weight.
6. Determines if the computed center-of-gravity is within theforward and aft center-of-gravity limits, and that lateral fuelbalance is within limits for takeoff and landing.
7. Demonstrates adequate knowledge of the adverse effects ofairframe icing during pre-takeoff, takeoff, cruise and landing
phases of flight and corrective actions.
8. Demonstrates adequate knowledge of procedures for wing
contamination recognition and adverse effects of airframe icing
during pre-takeoff, takeoff, cruise, and landing phases of flight.
(Pilots applying for an aircraft type rating should have adequate
knowledge of icing procedures and/or available information
published by the manufacturer that is specific to that type of
aircraft.)
9. Demonstrates good planning and knowledge of procedures inapplying operational factors affecting airplane performance.
10. Demonstrates knowledge of the stabilized approach procedures
and the decision criteria for go-around or rejected landings.
C. TASK: WATER AND SEAPLANE CHARACTERISTICS(AMES/ASES)
REFERENCES: 14 CFR part 61; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant exhibits knowledge of theelements related to water and seaplane characteristics by explaining:
1.

The characteristics of a water surface as affected by features,such as—
a.
b.
c.
d.
e.
f.
g.

1.
2.

size and location.
direction and strength of the water current.
presence of floating and partially submerged debris.
protected and unprotected areas.
effect of surface wind and method of determining its force.
operating near sandbars, islands, and shoals.
other pertinent characteristics deemed important by theexaminer.

Float and hull construction and their effect on seaplane/flying
boat performance.
Causes of porpoising and skipping, and pilot action to prevent or
correct these occurrences.
1-3

FAA-S-8081-5F

D. TASK: SEAPLANE BASES, MARITIME RULES, AND AIDSTO MARINE NAVIGATION (AMES/ASES)
REFERENCES: AIM; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant exhibits satisfactoryknowledge of the elements related to seaplane bases, maritime
rules, and aids to marine navigation by explaining:
1.
2.
3.
4.
5.
6.

How to identify and locate seaplane bases on charts or in
directories.
Operating restrictions at seaplane bases.
Right-of-way, steering, and sailing rules pertinent toseaplane operation.
Purpose and identification of marine navigation aids, such as
buoys, beacons, lights, and range markers.
Naval Vessel Protection Zones.
No Wake Zones.

FAA-S-8081-5F

1-4

SECTION 2
PREFLIGHT PROCEDURES, INFLIGHT
MANEUVERS, AND POSTFLIGHT
PROCEDURES

Change 2 (3/18/09)

SECTION 2—PREFLIGHT PROCEDURES, INFLIGHT
MANEUVERS,
AND POSTFLIGHT PROCEDURESCONTENTS
AREAS OF OPERATION
lI. PREFLIGHT PROCEDURES ........................................................... 2-1
A. PREFLIGHT INSPECTION ......................................................... 2-1
B. POWERPLANT START............................................................... 2-3
C. TAXIING....................................................................................... 2-3
D. SAILING (AMES/ASES) .............................................................. 2-4
E. SEAPLANE BASE/WATER LANDING SITE MARKINGS AND
LIGHTING (AMES/ASES) ........................................................... 2-4
F. PRE-TAKEOFF CHECKS ........................................................... 2-5
III. TAKEOFF AND DEPARTURE PHASE ........................................... 2-6
A. NORMAL AND CROSSWIND TAKEOFF ................................... 2-6
B. GLASSY WATER TAKEOFF AND CLIMB (AMES/ASES)......... 2-7
C. ROUGH WATER TAKEOFF AND CLIMB (AMES/ASES).......... 2-8
D. CONFINED-AREA TAKEOFF AND CLIMB (AMES/ASES) ....... 2-9
E. INSTRUMENT TAKEOFF ......................................................... 2-10
F. POWERPLANT FAILURE DURING TAKEOFF........................ 2-11
G. REJECTED TAKEOFF .............................................................. 2-13
H. DEPARTURE PROCEDURES.................................................. 2-14
IV. INFLIGHT MANEUVERS.............................................................. ..2-15
A. STEEP TURNS........................................................................ ..2-15
B. APPROACHES TO STALLS ..................................................... 2-16
C. POWERPLANT FAILURE—MULTIENGINE AIRPLANE ......... 2-17
D. POWERPLANT FAILURE—SINGLE-ENGINE AIRPLANE ..... 2-18
E. SPECIFIC FLIGHT CHARACTERISTICS................................. 2-19
F. RECOVERY FROM UNUSUAL ATTITUDES........................... 2-19
V. INSTRUMENT PROCEDURES ...................................................... 2-20
A. STANDARD TERMINAL ARRIVAL/FLIGHT MANAGEMENTSYSTEM PROCEDURES ......................................................... 2-20
B. HOLDING................................................................................... 2-21
C. PRECISION APPROACHES (PA) ............................................ 2-22
D. NONPRECISION APPROACHES (NPA) ................................. 2-24
E. CIRCLING APPROACH ............................................................ 2-26
F. MISSED APPROACH................................................................ 2-27
2-i

FAA-S-8081-5F

VI. LANDINGS AND APPROACHES TO LANDINGS ...................... 2-28
A. NORMAL AND CROSSWIND APPROACHES AND
LANDINGS.............................................................................. 2-28
B. LANDING FROM A PRECISION APPROACH ...................... 2-30
C. APPROACH AND LANDING WITH (SIMULATED)POWERPLANT FAILURE— MULTIENGINE AIRPLANE ..... 2-31
D. LANDING FROM A CIRCLING APPROACH......................... 2-32
E. ROUGH WATER APPROACH AND LANDING(AMES/ASES) ......................................................................... 2-33
F. GLASSY WATER APPROACH AND LANDING(AMES/ASES) ......................................................................... 2-34
G. CONFINED-AREA APPROACH AND LANDING(AMES/ASES) ........................................................................ 2-35
H. REJECTED LANDING............................................................ 2-36
I. LANDING FROM A NO FLAP OR A NONSTANDARD
FLAP APPROACH.................................................................. 2-37
VII. NORMAL AND ABNORMAL PROCEDURES ............................. 2-38
A. NORMAL AND ABNORMAL PROCEDURES ....................... 2-38
VIII. EMERGENCY PROCEDURES ..................................................... 2-39
A. EMERGENCY PROCEDURES.............................................. 2-39
IX. POSTFLIGHT PROCEDURES ..................................................... 2-40
A.
B.
C.
D.
E.
F.

AFTER-LANDING PROCEDURES........................................ 2-40
ANCHORING (AMES/ASES) ................................................. 2-40
DOCKING AND MOORING (AMES/ASES)........................... 2-41
BEACHING (AMES/ASES)..................................................... 2-41
RAMPING (AMES/ASES)....................................................... 2-42
PARKING AND SECURING................................................... 2-42

APPENDIX 1: TASK VS. SIMULATION DEVICE CREDITTASK VS. SIMULATION DEVICE CREDIT..................Appendix 1-1
USE OF CHART...........................................................Appendix 1-1
FLIGHT SIMULATION DEVICE LEVEL .......................Appendix 1-2

FAA-S-8081-5F

2-ii

II. AREA OF OPERATION: PREFLIGHT PROCEDURES
A. TASK: PREFLIGHT INSPECTIONREFERENCES: 14 CFR parts 61, 91; POH/AFM; AC 20-29,
AC 20-117, AC 61-84, AC 91-43, AC-51, AC 91-74, AC 120-27,
AC 120-60, AC 135-17.
NOTE: If a flight engineer (FE) is a required crewmember for aparticular type airplane, the actual visual inspection may be waived.
The actual visual inspection may be replaced by using an approved
pictorial means that realistically portrays the location and detail ofinspection items. On airplanes requiring an FE, an applicant must
demonstrate satisfactory knowledge of the FE functions for the safe
completion of the flight if the FE becomes ill or incapacitated during
a flight.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the preflight inspection
procedures, while explaining briefly—
a. the purpose of inspecting the items which must be
checked.
b. how to detect possible defects.
c. the corrective action to take.
2. Exhibits satisfactory knowledge of the operational status of
the airplane by locating and explaining the significance andimportance of related documents, such as—a. airworthiness and registration certificates.
b. operating limitations, handbooks, and manuals.
c. minimum equipment list (MEL), if appropriate.
d. weight and balance data.
e. maintenance requirements, tests, and appropriate records
applicable to the proposed flight or operation; andmaintenance that may be performed by the pilot or otherdesignated crewmember.
3. Uses the appropriate checklist or coordinates with crew toensure completion of checklist items in a timely manner andas recommended by the manufacturer or approved method toinspect the airplane externally and internally.
4. Verifies the airplane is safe for flight by emphasizing (asappropriate) the need to look at and explain the purpose of
inspecting items, such as—a. powerplant, including controls and indicators.
b. fuel quantity, grade, type, contamination safeguards, andservicing procedures.
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FAA-S-8081-5Fc.
d.

oil quantity, grade, and type.
hydraulic fluid quantity, grade, type, and servicing
procedures.
e. oxygen quantity, pressures, servicing procedures, andassociated systems and equipment for crew andpassengers.
f. hull, landing gear, float devices, brakes, steering system,
winglets, and canards.
g. tires for condition, inflation, and correct mounting, whereapplicable.
h. fire protection/detection systems for proper operation,
servicing, pressures, and discharge indications.
i. pneumatic system pressures and servicing.
j. ground environmental systems for proper servicing andoperation.
k. auxiliary power unit (APU) for servicing and operation.
l. flight control systems including trim, spoilers, and leading/trailing edge.
m. anti-ice, deice systems, servicing, and operation.
n. installed and auxiliary aircraft security equipment, as
appropriate.
5.

Coordinates with ground crew and ensures adequate
clearance prior to moving any devices, such as door, hatches,and flight control surfaces.
6. Complies with the provisions of the appropriate operations
specifications, if applicable, as they pertain to the particular
airplane and operation.
7. Demonstrates proper operation of all applicable airplanesystems.
8. Notes any discrepancies, determines if the airplane isairworthy and safe for flight, or takes the proper corrective
action, and acknowledges limitations imposed by MEL/CDL
items.
9. Checks the general area around the airplane for hazards tothe safety of the airplane and personnel.
10. Ensures that the airplane and surfaces are free of ice, snow,
and has satisfactory knowledge of deicing procedures, if icing
conditions were present or ice was found.

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B. TASK: POWERPLANT STARTREFERENCES: 14 CFR part 61; POH/AFM.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the correct powerplant start
procedures including the use of an auxiliary power unit (APU)or external power source, starting under various atmosphericconditions, normal and abnormal starting limitations, and theproper action required in the event of a malfunction.
2. Ensures the ground safety procedures are followed during
the before-start, start, and after-start phases.
3. Ensures the use of appropriate ground crew personnel during
the start procedures.
4. Performs all items of the start procedures by systematicallyfollowing the approved checklist procedure in a timely
manner and as recommended by the manufacturer for the
before-start, start, and after-start phases.
5. Demonstrates sound judgment and operating practices inthose instances where specific instructions or checklist items
are not published.
C. TASK: TAXIINGREFERENCES: 14 CFR part 61; POH/AFM; AC 91-73, AC 120-57,
AC 120-74.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of safe taxi procedures (asappropriate to the airplane including push-back or powerback, as may be applicable).
2. Demonstrates proficiency by maintaining correct and positive
airplane control. In airplanes equipped with float devices, thisincludes water taxiing, sailing, step taxiing, approaching abuoy, and docking.
3. Maintains proper spacing on other aircraft, obstructions, andpersons.
4. Accomplishes the applicable checklist items or ensures all
required checks as required by the appropriate checklist
items are accomplished in a timely manner and asrecommended by the manufacturer, and performs
recommended procedures.
5. Maintains desired track and speed.
6. Complies with instructions issued by ATC (or the examiner
simulating ATC).
7. Observes runway hold lines, localizer and glide slope criticalareas, buoys, beacons, and other surface control markingsand lighting.
8. Maintains constant vigilance and airplane control during taxi
operation to prevent runway/waterway incursion.
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D. TASK: SAILING (AMES/ASES)
REFERENCES: POH/AFM; AIM; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to sailing by
explaining the techniques used in this procedure.
2. Recognizes the circumstance when sailing should be used.
3. Plans and follows the most favorable course considering
wind, water current, obstructions, debris, and other vessels.
4. Uses flight controls, flaps, doors, and water rudders, as
appropriate, to follow the desired course.
E. TASK: SEAPLANE BASE/WATER LANDING SITE
MARKINGS AND LIGHTING (AMES, ASES)
REFERENCES: AIM; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to seaplane base/water landing site markings and lighting.
2. Identifies and interprets seaplane base/water landing sitemarkings and lighting.

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F. TASK: PRE-TAKEOFF CHECKSREFERENCES: 14 CFR part 61; POH/AFM; AC 91-74, AC 120-60,
AC 120-117.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the pre-takeoff checks bystating the reason for checking the items outlined on theapproved checklist and explaining how to detect possible
malfunctions.
2. Divides attention properly inside and outside cockpit.
3. Ensures that all systems are within their normal operating
range prior to beginning, during the performance of, and at
the completion of those checks required by the approved
checklist.
4. Explains, as may be requested by the examiner, any normal
or abnormal system-operating characteristic or limitation; andthe corrective action for a specific malfunction.
5. Determines if the airplane is safe for the proposed flight or
requires maintenance.
6. Determines the airplane’s takeoff performance, consideringsuch factors as wind, density altitude, weight, temperature,pressure altitude, and runway/waterway condition and length.
7. Determines airspeeds/V-speeds and properly sets all
instrument references, configures flight director and autopilot
controls, and navigation and communications equipment toproperly fly the aircraft in accordance with the ATC clearance.
8. Reviews procedures for emergency and abnormal situations,which may be encountered during takeoff, and states thecorrective action required of the pilot in command and otherconcerned crewmembers.
9. Obtains and correctly interprets the takeoff and departure
clearance as issued by ATC.

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FAA-S-8081-5F

III. AREA OF OPERATION: TAKEOFF AND DEPARTURE PHASE
A. TASK: NORMAL AND CROSSWIND TAKEOFF
REFERENCES: 14 CFR part 61; POH/AFM; FAA-H-8083-3;
AC 20-117, AC 91-54, AC 91-74.
NOTE: VMC maneuver.
Objective. To determine that the applicant:
1. Exhibits knowledge of normal and crosswind takeoffs andclimbs including (as appropriate to the airplane) airspeeds,
configurations, and emergency/abnormal procedures.
2. Notes any surface conditions, obstructions, aircraft clearedfor LAHSO, or other hazards that might hinder a safe takeoff.
3. Verifies and correctly applies correction for the existing windcomponent to the takeoff performance.
4. Coordinates with crew (if crew served airplane) to ensurecompletion or completes required checks prior to starting
takeoff to verify the expected powerplant performance.
Performs or ensures all required pre-takeoff checks asrequired by the appropriate checklist items are accomplishedin a timely manner and as recommended by the
manufacturer.
5. Aligns the airplane on the runway centerline or clear of
obstacles and vessels on waterways as appropriate.
6. Applies the controls correctly to maintain longitudinalalignment on the centerline of the runway, if appropriate, prior
to initiating and during the takeoff.
7. Adjusts the powerplant controls as recommended by the
FAA-approved guidance for the existing conditions.
8. Monitors powerplant controls, settings, and instruments
during takeoff to ensure all predetermined parameters aremaintained.
9. Adjusts the controls to attain the desired pitch attitude at thepredetermined airspeed/V-speed to attain the desired
performance for the particular takeoff segment.
10. Performs the required pitch changes and, as appropriate,performs or calls for and verifies the accomplishment of, gearand flap retractions, power adjustments, and other required
pilot-related activities at the required airspeed/V-speeds
within the tolerances established in the POH or AFM.
11. Uses the applicable noise abatement and wake turbulence
avoidance procedures, as required.
12. Accomplishes, or calls for and verifies the accomplishmentof, the appropriate checklist items in a timely manner and asrecommended by the manufacturer.
13. Maintains the appropriate climb segment airspeed/V-speeds.
14. Maintains the desired heading, ±5°, and the desired airspeed(V-speed), ±5 knots (of the appropriate V-speed range).
FAA-S-8081-5F

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B. TASK: GLASSY WATER TAKEOFF AND CLIMB(AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
NOTE: If a glassy water condition does not exist, the applicant’ssatisfactory knowledge of glassy water elements must be evaluatedthrough oral testing. The applicant’s skill must be evaluated bysimulating the TASK.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to a glassy watertakeoff and climb.
2. Positions the flight controls and flaps for the existing
conditions.
3. Clears the area, notes any surface hazards and/or vessels
prior to selecting a takeoff path.
4. Retracts the water rudders, if applicable.
5. Advances the throttles to takeoff power.
6. Avoids excessive water spray on the propellers.
7. Establishes and maintains an appropriate planing attitude,
directional control, and corrects for porpoising, skipping, andincreases in water drag.
8. Utilizes appropriate techniques to lift seaplane from the water
surface.
9. Establishes proper attitude/airspeed, lifts off and accelerates
to best single-engine climb speed or VY, whichever is greater,±5 knots during the climb.
10. Reduces the flaps after a positive rate of climb is establishedand at a safe altitude.
11. Maintains takeoff power to a safe maneuvering altitude, thensets climb power.
12. Maintains directional control and proper wind-drift correction
throughout takeoff and climb.
13. Uses noise abatement procedures, as required.
14. Completes appropriate checklists or ensures all required
checks as required by the appropriate checklist items areaccomplished in a timely manner and as recommended by
the manufacturer.

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C. TASK: ROUGH WATER TAKEOFF AND CLIMB (AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
NOTE: If a rough water condition does not exist, the applicant’ssatisfactory knowledge of rough water elements must be evaluatedthrough oral testing. The applicant’s skill must be evaluated bysimulating the TASK.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to rough watertakeoff and climb.
2. Positions the flight controls and flaps for the existing
conditions.
3. Clears the area, selects the proper takeoff path, considering
wind, swells, surface hazards and/or vessels.
4. Retracts the water rudders, if applicable.
5. Advances the throttles to takeoff power.
6. Avoids excessive water spray on the propellers.
7. Establishes and maintains an appropriate planing/lift-off
attitude, directional control, and corrects for porpoising,skipping, or excessive bouncing.
8. Establishes and maintains proper attitude to lift-off at
minimum airspeed and accelerates to best single-engine
climb speed or VY, whichever is greater, ±5 knots before
leaving ground effect.
9. Retracts the flaps after a positive rate of climb is establishedand at a safe altitude.
10. Maintains takeoff power to a safe maneuvering altitude, thensets climb power.
11. Maintains directional control and proper wind-drift correction
throughout takeoff and climb.
12. Uses noise abatement procedures, as required.
13. Completes appropriate checklists or coordinates with crew toensure completion of checklist items in a timely manner andas recommended by the manufacturer.

FAA-S-8081-5F

2-8

D. TASK: CONFINED-AREA TAKEOFF AND CLIMB(AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
NOTE: This TASK simulates a takeoff from a small pond, which
would require a takeoff and spiral climb; or a straight-ahead takeoffand climb from a narrow waterway with obstructions at either end.
The examiner must evaluate both takeoff situations for this TASK. In
multiengine seaplanes with VX values within 5 knots of VMC, the useof VY or the manufacturer's recommendation may be more
appropriate for this demonstration.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to a confinedarea takeoff and climb.
2. Positions the flight controls and flaps for the existing
conditions.
3. Clears the area, notes any surface hazards, vessels, and/or
obstructions prior to selecting a takeoff path.
4. Selects a takeoff path that will allow maximum safe utilizationof wind, water, and low terrain.
5. Advances the throttles to takeoff power.
6. Ensures that the water rudders are retracted when no longer
needed.
7. Maintains the most efficient alignment and planing angle,
without skidding, porpoising, and skipping.
8. Lifts off at recommended airspeed and accelerates tomanufacturer’s recommended climb airspeed.
9. Climbs at manufacturer’s recommended configuration andairspeed, or in their absence at VX, +5/-0 knots until the
obstacle is cleared.
10. After clearing all obstacles, accelerates to and maintains VY,±5 knots, retracts flaps and maintains safe bank angles whileturning and/or providing best terrain clearance.
11. Maintains takeoff power to a safe altitude, and then sets
climb power.
12. Uses noise abatement procedures, as required.
13. Completes appropriate checklists or coordinates with crew toensure completion of checklist items in a timely manner andas recommended by the manufacturer.

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FAA-S-8081-5F

E. TASK: INSTRUMENT TAKEOFF
REFERENCES: 14 CFR part 61; POH/AFM; AIM; FAA-H-8083-15,
FAA-H-8261-1; AC 20-117, AC 91-74, AC 135-17.
Objective. To determine that the applicant:
1. Exhibits knowledge of an instrument takeoff with instrument
meteorological conditions (IMC) simulated at or before
reaching an altitude of 100 feet AGL. If accomplished in aflight simulator, visibility should be no greater than onequarter (1/4) mile, or as specified by operator specifications,whichever is lower.
2. Takes into account, prior to beginning the takeoff, operational
factors which could affect the maneuver, such as Takeoff
Warning Inhibit Systems or other airplane characteristics,
runway length, surface conditions, wind, wake turbulence,
icing conditions, obstructions, and other related factors that
could adversely affect safety.
3. Coordinates with crew, if a crew served airplane, orcompletes the appropriate checklist items in a timely mannerand as recommended by the manufacturer in a single pilot
airplane, to ensure that the airplane systems applicable to the
instrument takeoff are operating properly.
4. Sets the applicable avionics and flight instruments to thedesired setting prior to initiating the takeoff.
5. Applies the controls correctly to maintain longitudinalalignment on the centerline of the runway, if appropriate, prior
to initiating and during the takeoff.
6. Transitions smoothly and accurately from visualmeteorological conditions (VMC) to actual or simulated
instrument meteorological conditions (IMC).
7. Maintains the appropriate climb attitude.
8. Complies with the appropriate airspeeds/V-speeds and climb
segment airspeeds.
9. Maintains desired heading within ±5° and desired airspeeds
within ±5 knots.
10. Complies with ATC clearances and instructions issued by
ATC (or the examiner simulating ATC).
11. Acknowledges and makes appropriate callouts to coordinate
with the crew, if in a crew served airplane.

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F. TASK: POWERPLANT FAILURE DURING TAKEOFF
NOTE: In a multiengine airplane certificated under 14 CFR part 25,
with published V1, VR, and/or V2 speeds, the failure of the mostcritical powerplant should be simulated at a point:
1. after V1 and prior to V2, if in the opinion of the examiner, it isappropriate under the prevailing conditions; or
2. as close as possible after V1 when V1 and V2 or V1 and VR are
identical.
In a multiengine airplane certificated under 14 CFR part 23, (forwhich no V1, VR, or V2 speeds are published) the failure of the mostcritical powerplant should be simulated at a point after reaching aminimum of VSSE and, if accomplished in the aircraft, at an altitude
not lower than 400 feet AGL, giving consideration to local
atmospheric conditions, terrain, and aircraft performance available.
In a simulator, there are no limitations on powerplant failures ineither airplane by certification basis.
APPLICANT NOTE: Expect this task to be combined with normal
Task A, and/or Task E at examiner’s discretion.
REFERENCES: 14 CFR part 61; POH/AFM; FAA-H-8083-3, FSB
Report.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the procedures usedduring powerplant failure on takeoff, the appropriate
reference airspeeds, and the specific pilot actions required.
2. Takes into account, prior to beginning the takeoff, operational
factors which could affect the maneuver, such as Takeoff
Warning Inhibit Systems or other airplane characteristics,
runway length, surface conditions, wind, wake turbulence,visibility, precipitation, obstructions, and other related factorsthat could adversely affect safety.
3. Completes required checks prior to starting takeoff toverify the expected powerplant performance. Performs all
required pre-takeoff checks as required by the appropriate
checklist items or coordinates with crew to ensurecompletion of checklist items in a timely manner and asrecommended by the manufacturer.
4. Aligns the airplane on the runway/waterway.
5. Applies the controls correctly to maintain longitudinalalignment on the centerline of the runway, if appropriate, prior
to initiating and during the takeoff.
6. Adjusts the powerplant controls as recommended by the
FAA-approved guidance for the existing conditions.
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FAA-S-8081-5F

7. Single-engine airplanes—establishes a power-off descentapproximately straight-ahead, if the powerplant failure occurs
after becoming airborne and before reaching an altitude
where a safe turn can be made.
8. Continues the takeoff (in a 14 CFR part 25 or 14 CFR
section 23.3(d) commuter multiengine airplane) if the(simulated) powerplant failure occurs at a point where theairplane can continue to a specified airspeed and altitude at
the end of the runway commensurate with the airplane’s
performance capabilities and operating limitations.
9. Maintains (in a multiengine airplane), after a simulated
powerplant failure and after a climb has been established, thedesired heading within ±5°, desired airspeed within ±5 knots,
and, if appropriate for the airplane, establishes a bank ofapproximately 5°, or as recommended by the manufacturer,
toward the operating powerplant.
10. Maintains the airplane alignment with the heading
appropriate for climb performance and terrain clearance
when powerplant failure occurs.
11. Acknowledges and makes appropriate callouts to crew, if increw served aircraft.

FAA-S-8081-5F

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G. TASK: REJECTED TAKEOFF
REFERENCES: 14 CFR part 61; FAA-H-8083-3; AC 120-62;
POH/AFM.
Objective. To determine that the applicant understands when to
reject or continue the takeoff and:1. Exhibits satisfactory knowledge of the technique and procedure
for accomplishing a rejected takeoff after powerplant/system(s)failure/warnings, including related safety factors.
2. Takes into account, prior to beginning the takeoff, operational
factors, which could affect the maneuver, such as Takeoff
Warning Inhibit Systems or other airplane characteristics, runway
length, surface conditions, wind, visibility, precipitation,
obstructions, and aircraft cleared for LAHSO that could affecttakeoff performance and could adversely affect safety.
3. Aligns the airplane on the runway centerline or clear of
obstacles and vessels on waterways.
4. Performs all required pre-takeoff checks as required by theappropriate checklist items or coordinates with crew to ensurecompletion of checklist items in a timely manner and asrecommended by the manufacturer.
5. Adjusts the powerplant controls as recommended by the FAAapproved guidance for the existing conditions.
6. Applies the controls correctly to maintain longitudinal alignmenton the centerline of the runway.
7. Aborts the takeoff if, in a single-engine airplane the powerplantfailure occurs prior to becoming airborne, or in a multiengine
airplane, the powerplant failure occurs at a point during the
takeoff where the abort procedure can be initiated and the
airplane can be safely stopped on the remaining runway/
stopway. If a flight simulator is not used, the powerplant failuremust be simulated before reaching 50 percent of VMC.
8. Reduces the power smoothly and promptly, if appropriate to the
airplane, when powerplant failure is recognized.
9. Uses spoilers, prop reverse, thrust reverse, wheel brakes, andother drag/braking devices, as appropriate, maintaining positive
control in such a manner as to bring the airplane to a safe stop.
10. Accomplishes the appropriate powerplant failure or otherprocedures and/or checklists or coordinates with crew to ensurecompletion of checklist items in a timely manner and asrecommended by the manufacturer, as set forth in the POH or
AFM.

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H. TASK: DEPARTURE PROCEDURESREFERENCES: 14 CFR part 61; AC 90-100; POH/AFM; AIM;
FAA-H-8261-1, FAA-H-8083-15.
Objective. To determine that the applicant:
1. In actual or simulated instrument conditions, exhibits
satisfactory knowledge of DPs, En Route Low and High
Altitude Charts, FMSP, and related pilot/controller
responsibilities.
2. Uses the current and appropriate navigation publications forthe proposed flight.
3. Selects, configures, and uses the appropriate communications
frequencies, navigation and systems displays; selects andidentifies the navigation aids and routes necessary toproperly fly the assigned ATC clearance.
4. Coordinates with crew in crew served aircraft to ensure
performance of, or performs the appropriate checklist items ina timely manner and as recommended by the manufacturer.
5. Establishes communications with ATC, using properphraseology and advises ATC when unable to comply with aclearance or restriction.
6. Complies, in a timely manner, with all instructions andairspace restrictions.
7. Exhibits adequate knowledge of two-way radio
communications failure procedures.
8. Intercepts, in a timely manner, all courses, radials, andbearings appropriate to the procedure, route, clearance, or as
directed by the examiner.
9. Maintains the appropriate airspeed within ±10 knots,headings within ±10°, altitude within ±100 feet; andaccurately tracks a course, radial, or bearing.
10. Conducts the departure phase to a point where, in theopinion of the examiner, the transition to the en routeenvironment is complete.

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IV. AREA OF OPERATION: INFLIGHT MANEUVERS
A. TASK: STEEP TURNSREFERENCES: 14 CFR part 61; FAA-H-8083-3; FSB Report;
POH/AFM.
Objective. To determine that the applicant:
1. In actual or simulated instrument conditions, exhibits
knowledge of steep turns (if applicable to the airplane) andthe factors associated with performance; and, if applicable,
wing loading, angle of bank, stall speed, pitch, power
requirements, and over-banking tendencies.
2. Selects an altitude recommended by the manufacturer,
training syllabus, or other training directive, but in no caselower than 3,000 feet AGL.
3. Establishes the recommended entry airspeed.
4. Rolls into a coordinated turn of 180° or 360° with a bank of atleast 45°. Maintains the bank angle within ±5° while insmooth, stabilized flight.
5. Applies smooth coordinated pitch, bank, and power tomaintain the specified altitude within ±100 feet and thedesired airspeed within ±10 knots.
6. Rolls out of the turn (at approximately the same rate as used
to roll into the turn) within ±10° of the entry or specified
heading, stabilizes the airplane in a straight-and-level attitude
or, at the discretion of the examiner, reverses the direction ofturn and repeats the maneuver in the opposite direction.
7. Avoids any indication of an approaching stall, abnormal flight
attitude, or exceeding any structural or operating limitation
during any part of the maneuver.

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B. TASK: APPROACHES TO STALLSREFERENCES: 14 CFR part 61; FAA-H-8083-3; FSB Report;
POH/AFM.
THREE approaches to stall are required, as follows (unlessotherwise specified by the FSB Report):
1. One in the takeoff configuration (except where the airplane
uses only zero-flap takeoff configuration) or approach(partial) flap configuration.
2. One in a clean cruise configuration.
3. One in a landing configuration (landing gear and landing
flaps set).
CAUTION: Avoid deep stalls which are termed as “virtuallyunrecoverable” in airplanes, and “tip stalls” in swept wing airplanes.
One of these approaches to a stall must be accomplished while in aturn using a bank angle of 15 to 30°.
Objective. To determine that the applicant:
1. In actual or simulated instrument conditions exhibits
satisfactory knowledge of the factors, which influence stallcharacteristics, including the use of various dragconfigurations, power settings, pitch attitudes, weights, andbank angles. Also, exhibits adequate knowledge of theproper procedure for resuming normal flight.
2. Selects an entry altitude that is in accordance with the AFM
or POH, but in no case lower than an altitude that will allow
recovery to be safely completed at a minimum of 3,000 feet
AGL. When accomplished in an FTD or flight simulator, theentry altitude should be consistent with expected operational
environment for the stall configuration.
3. Observes the area is clear of other aircraft prior toaccomplishing an approach to a stall.
4. While maintaining altitude, slowly establishes the pitch
attitude (using trim or elevator/stabilizer), bank angle, andpower setting that will induce a stall.
5. Announces the first indication of an impending stall (such as
buffeting, stick shaker, decay of control effectiveness, andany other cues related to the specific airplane design
characteristics) and initiates recovery (using maximum poweror as directed by the examiner).
6. Recovers to a reference airspeed, altitude and heading withminimal loss of altitude, airspeed, and heading deviation.
7. Demonstrates smooth, positive control during entry, approachto a stall, and recovery.

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C. TASK: POWERPLANT FAILURE—MULTIENGINE AIRPLANE
REFERENCES: 14 CFR part 61; POH/AFM.
NOTE: The feathering of one propeller must be demonstrated in any
multiengine airplane (or simulator/qualified FTD) equipped withpropellers (includes turboprop), unless the airplane is an exception
by the type rating and airplane certification (see page 13 of thisdocument). The propeller must be safely feathered and unfeathered
while airborne. In a multiengine jet airplane (or simulator/qualified
FTD), one engine must be shut down and a restart must be
demonstrated while airborne. Feathering or shutdown should be
performed only under conditions and at such altitudes (no lower than
3,000 feet AGL) and in a position where a safe landing can be madeon an established airport in the event difficulty is encountered in
unfeathering the propeller or restarting the engine. At an altitude
lower than 3,000 feet AGL, simulated engine failure will be
performed by setting the powerplant controls to simulate zero-thrust.
In the event the propeller cannot be unfeathered or the engine air
started during the test, it should be treated as an emergency.
When authorized and conducted in a flight simulator, feathering or
shutdown may be performed in conjunction with any procedure or
maneuver and at locations and altitudes at the discretion of theexaminer. However, when conducted in an FTD, authorizations arelimited to shutdown, feathering, restart, and/or unfeathering
procedures only. See appendix 1.
Objective. To determine that the applicant:
1. Exhibits knowledge of the flight characteristics and controllability
associated with maneuvering with powerplant(s) inoperative (asappropriate to the airplane).
2. Maintains positive airplane control. Establishes a bank ofapproximately 5°, if required, or as recommended by the
manufacturer, to maintain coordinated flight, and properly trims
for that condition.
3. Sets powerplant controls, reduces drag as necessary, correctly
identifies and verifies the inoperative powerplant(s) after the
failure (or simulated failure).
4. Maintains the operating powerplant(s) within acceptable
operating limits.
5. Follows the prescribed airplane checklist or coordinates withcrew to ensure completion of checklist items in a timely
manner and as recommended by the manufacturer, andverifies the procedures for securing the inoperative
powerplant(s).
6. Determines the cause for the powerplant(s) failure and if a
restart is a viable option.
7. Maintains desired altitude within ±100 feet, when a constant
altitude is specified and is within the capability of the airplane.
8. Maintains the desired airspeed within ±10 knots.
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9. Maintains the desired heading within ±10° of the specified
heading.
10. Demonstrates proper powerplant restart procedures (ifappropriate) in accordance with FAA-approved procedure/checklist or the manufacturer’s recommended procedures andpertinent checklist items.

D. TASK: POWERPLANT FAILURE—SINGLE–ENGINEAIRPLANEREFERENCES: 14 CFR part 61; FAA-H-8083-3; POH/AFM.
NOTE: No simulated powerplant failure will be given by theexaminer in an airplane when an actual touchdown cannot be safely
completed, should it become necessary.
Objective. To determine that the applicant:
1. Exhibits knowledge of the flight characteristics, approach andforced (emergency) landing procedures, and related
procedures to use in the event of a powerplant failure (asappropriate to the airplane).
2. Maintains positive control throughout the maneuver.
3. Establishes and maintains the recommended best glide
airspeed, ±5 knots, and configuration during a simulated
powerplant failure.
4. Selects a suitable airport or landing area, which is within theperformance capability of the airplane.
5. Establishes a proper flight pattern to the selected airport or
landing area, taking into account altitude, wind, terrain,obstructions, and other pertinent operational factors.
6. Follows the emergency checklist items appropriate to the
airplane to ensure completion of checklist items in a timely
manner and as recommended by the manufacturer.
7. Determines the cause for the simulated powerplant failure (ifaltitude permits) and if a restart is a viable option.
8. Uses configuration devices, such as landing gear and flaps ina manner recommended by the manufacturer and/or
approved by the FAA.

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E. TASK: SPECIFIC FLIGHT CHARACTERISTICS
REFERENCES: 14 CFR part 61; FSB Reports; POH/AFM.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of specific flightcharacteristics appropriate to the specific airplane, as
identified by FSB Reports, such as Dutch Rolls for certain
aircraft.
2. Uses proper technique to enter into, operate within, andrecover from specific flight situations.
F. TASK: RECOVERY FROM UNUSUAL ATTITUDESREFERENCES: 14 CFR part 61; FSB Reports; FAA-H-8083-15;
POH; AFM.
Objective. To determine that the applicant:
1.
2.
3.

Exhibits knowledge of recovery from unusual attitudes.
Recovers from nose-high banked and/or level unusual
attitudes, using proper pitch, bank, and power techniques.
Recovers from nose-low banked and/or level unusual
attitudes, using proper pitch, bank, and power techniques.

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V. AREA OF OPERATION: INSTRUMENT PROCEDURESNOTE: TASKS B through F are not required if the applicant holds aprivate pilot or commercial pilot certificate and is seeking a typerating limited to VFR.
A. TASK: STANDARD TERMINAL ARRIVAL/FLIGHT
MANAGEMENT SYSTEM PROCEDURESREFERENCES: 14 CFR part 61; POH/AFM; AIM; En Route Low andHigh Altitude Charts; Profile Descent Charts; STARs/FMSPs;
Standard Instrument Approach Procedure Charts (SIAP);
FAA-H-8261-1; AC 61-134, AC 90-100.
Objective. To determine that the applicant:
1. In actual or simulated instrument conditions, exhibits
adequate knowledge of En Route Low and High Altitude
Charts, STARs/FMSPs, Instrument Approach Procedure
Charts (IAP), and related pilot and controller responsibilities.
2. Uses the current and appropriate navigation publications forthe proposed flight.
3. Selects and correctly identifies all instrument references,flight director and autopilot controls, displays, and navigationand communications equipment associated with the arrival.
4. Performs the airplane checklist items or coordinates withcrew to ensure completion of checklist items appropriate to
the arrival in a timely manner and as recommended by the
manufacturer.
5. Establishes communications with ATC, using properphraseology.
6. Complies, in a timely manner, with all ATC clearances,
instructions, and restrictions. Advises ATC if unable tocomply with ATC clearances or instructions.
7. Exhibits satisfactory knowledge of two-way communications
failure procedures.
8. Intercepts, in a timely manner, all courses, radials, andbearings appropriate to the procedure, route, ATC clearance,or as directed by the examiner.
9. Adheres to airspeed restrictions and adjustments required byregulations, ATC, the POH, the AFM, or the examiner.
10. Establishes, where appropriate, a rate of descent consistent
with the airplane operating characteristics and safety.
11. Maintains the appropriate airspeed/V-speed within ±10 knots,
but not less than VREF, if applicable; heading ±10°; altitude
within ±100 feet; and accurately tracks radials, courses, andbearings.
12. Complies with the provisions of the Profile Descent, STAR,and other arrival procedures, as appropriate.

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B. TASK: HOLDINGREFERENCES: 14 CFR part 61; POH/AFM; AIM; En Route Low andHigh Altitude Charts; STARs; FMSP; Standard Instrument Approach
Procedure Charts (SIAP).
Objective. To determine that the applicant:
1. In actual or simulated instrument conditions, exhibits
knowledge of holding procedures for standard andnonstandard, published and nonpublished holding patterns.
If appropriate, demonstrates satisfactory knowledge ofholding endurance, including, but not necessarily limited to,fuel on board, fuel flow while holding, fuel required toalternate, etc.
2. Changes to the recommended holding airspeed appropriate
for the airplane and holding altitude, so as to cross theholding fix at or below maximum holding airspeed.
3. Recognizes arrival at the clearance limit or holding fix.
4. Follows appropriate entry procedures for a standard,
nonstandard, published, or nonpublished holding pattern.
5. Complies with ATC reporting requirements.
6. Uses the proper timing criteria required by the holding
altitude and ATC or examiner’s instructions.
7. Complies with the holding pattern leg length when a distancemeasuring equipment (DME) distance is specified.
8. Uses the proper wind-drift correction techniques to accurately
maintain the desired radial, track, courses, or bearing.
9. Arrives over the holding fix as close as possible to the“expect further clearance” time.
10. Maintains the appropriate airspeed/V-speed within ±10 knots,
altitude within ±100 feet, headings within ±10°; andaccurately tracks radials, courses, and bearings.
11. Selects and correctly identifies required instrument navigation
aids, flight director and autopilot controls, navigationequipment displays associated with the holding clearance
and expected clearance, as appropriate.

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C. TASK: PRECISION APPROACHES (PA)REFERENCES: 14 CFR part 61; POH/AFM; AIM; Standard
Instrument Approach Procedure Charts (SIAP); FAA-H-8261-1,
FAA-H-8083-15.
NOTE: Two precision approaches, utilizing NAVAID equipment for
centerline and glideslope guidance, must be accomplished insimulated or actual instrument conditions to DA/DH. At least one
approach must be flown manually without the use of an autopilot.
The second approach may be flown via the autopilot, if appropriate,
and if the DA/DH altitude does not violate the authorized minimum
altitude for autopilot operation. Manually flown precision approaches
may use raw data displays or may be flight director assisted, at thediscretion of the examiner.
If the aircraft is equipped with advanced flight instrument displays,
the raw data approach should be flown by reference to the backup
instrumentation as much as is possible with the airplane’s
configuration.
For multiengine airplanes at least one manually controlled precision
approach must be accomplished with a simulated failure of one
powerplant. The simulated powerplant failure should occur before
initiating the final approach segment and must continue totouchdown or throughout the missed approach procedure. As themarkings on localizer/glideslope indicators vary, a one-quarter scale
deflection of either the localizer, or glide slope indicator is when it isdisplaced one-fourth of the distance that it may be deflected from theon glide slope or on localizer position.
NOTE: A stabilized approach is characterized by a constant angle,
constant rate of descent approach profile ending near the
touchdown point, where the landing maneuver begins.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the precision instrument
approach procedures with all engines operating, and with one
engine inoperative.
2. Accomplishes the appropriate precision instrument
approaches as selected by the examiner.
3. Establishes two-way communications with ATC using theproper communications phraseology and techniques, or,directs co-pilot/safety pilot to do so, as appropriate for thephase of flight or approach segment.
4. Complies, in a timely manner, with all clearances,
instructions, and procedures.
5. Advises ATC anytime the applicant is unable to comply with aclearance.
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6. Establishes the appropriate airplane configuration andairspeed/V-speed considering turbulence, wind shear,microburst conditions, or other meteorological and operating
conditions.
7. Completes the airplane checklist items or coordinates withcrew to ensure completion of checklist items in a timely
manner and as recommended by the manufacturer,
appropriate to the phase of flight or approach segment,
including engine out approach and landing checklists, if
appropriate.
8. Prior to beginning the final approach segment, maintains thedesired altitude ±100 feet, the desired airspeed within ±10
knots, the desired heading within ±5°; and accurately tracks
radials, courses, and bearings.
9. Selects, tunes, identifies, and monitors the operational statusof ground and airplane navigation equipment used for theapproach, or correctly programs and monitors the RNAV
equipment to display the proper course/track.
10. Applies the necessary adjustments to the published DA/DH
and visibility criteria for the airplane approach category as
required, such as—a. Notices to Airmen, including Flight Data Center (FDC)
Procedural NOTAMs.
b. Inoperative airplane and ground navigation equipment.
c. Inoperative visual aids associated with the landing
environment.
d. National Weather Service (NWS) reporting factors andcriteria.
11. Establishes a predetermined rate of descent at the point
where the electronic glideslope begins, which approximatesthat required for the airplane to follow the glideslope.
12. Maintains a stabilized final approach, from the precision final
approach fix to DA/DH, allowing no more than one-quarter
scale deflection of either the glideslope or localizer
indications, and maintains the desired airspeed within ±5
knots.
13. A missed approach or transition to a landing must be initiatedat DA/DH.
14. Immediately initiates and executes the missed approach
when at the DA/DH, if the required visual references for the
runway are not unmistakably visible and identifiable.
15. Transitions to a normal landing approach (missed approachfor seaplanes) only when the airplane is in a position fromwhich a descent to a landing on the runway can be made at a
normal rate of descent using normal maneuvering.
16. Maintains localizer and glide slope within one-quarter-scale
deflection of the indicators during the visual descent from
DA/DH to a point over the runway where the glideslope must
be abandoned to accomplish a normal landing.
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D. TASK: NONPRECISION APPROACHES (NPA)
REFERENCES: 14 CFR part 61; POH/AFM; AIM; Standard
Instrument Approach Procedure Charts (SIAP); FAA-H-8261-1,
FAA-H-8083-15; AC 90-94.
NOTE: The applicant must accomplish at least two nonprecision
approaches (one of which must include a procedure turn or, in thecase of an RNAV approach, a Terminal Arrival Area (TAA)
procedure) in simulated or actual weather conditions. At least one
nonprecision approach must be flown without the use of autopilot
and without the assistance of radar vectors. (The yaw damper andflight director are not considered parts of the autopilot for purpose ofthis part). The examiner will select nonprecision approaches that are
representative of the type that the applicant is likely to use. The
choices must utilize two different types of navigational aids. Some
examples of navigational aids for the purpose of this part are: NDB,
VOR, LOC, LDA, GPS, or RNAV.
NOTE: One approach should be flown with reference to backup or“fail down” instrumentation or navigation display depending on theaircraft’s avionics configuration.
NOTE: The requirements for conducting a GPS approach for the
purpose of this test are explained on pages 13 and 14 of theIntroduction.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of nonprecision approachprocedures representative of those the applicant is likely touse.
2. Accomplishes the nonprecision instrument approaches
selected by the examiner.
3. Establishes two-way communications with ATC as
appropriate to the phase of flight or approach segment anduses proper communications phraseology and techniques.
4. Complies with all clearances issued by ATC.
5. Advises ATC or the examiner any time the applicant isunable to comply with a clearance.
6. Establishes the appropriate airplane configuration andairspeed, and completes all applicable checklist items orcoordinates with crew to ensure completion of checklist items
in a timely manner and as recommended by the
manufacturer.
7. Maintains, prior to beginning the final approach segment, thedesired altitude ±100 feet, the desired airspeed ±10 knots,
the desired heading ±5°; and accurately tracks radials,
courses, and bearings.

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8. Selects, tunes, identifies, and monitors the operational statusof ground and airplane navigation equipment used for theapproach.
9. Applies the necessary adjustments to the published Minimum
Descent Altitude (MDA) and visibility criteria for the airplane
approach category when required, such as—a. Notices to Airmen, including Flight Data Center
Procedural NOTAMs.
b. Inoperative airplane and ground navigation equipment.
c. Inoperative visual aids associated with the landing
environment.
d. National Weather Service (NWS) reporting factors andcriteria.
10. Establishes a rate of descent that will ensure arrival at the
MDA (at, or prior to reaching, the visual descent point (VDP),
if published) with the airplane in a position from which adescent from MDA to a landing on the intended runway canbe made at a normal rate using normal maneuvering.
11. Allows, while on the final approach segment, not more thanquarter-scale deflection of the Course Deviation Indicator(CDI) or ±5° in the case of the RMI or bearing pointer, andmaintains airspeed within ±5 knots of that desired.
12. Maintains the MDA, when reached, within −0, +50 feet to themissed approach point.
13. Executes the missed approach at the missed approach point
if the required visual references for the intended runway are
not unmistakably visible and identifiable at the missed
approach point.
14. Executes a normal landing from a straight-in or circling
approach when instructed by the examiner.

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E. TASK: CIRCLING APPROACH
REFERENCES: 14 CFR part 61; POH/AFM; AIM; Standard
Instrument Approach Procedure Charts (SIAP); FAA-H-8261-1,
FAA-H-8083-15.
APPLICANT NOTE: Expect this task to be combined with othertasks to include Area VI, Task C.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of circling approach
categories, speeds, and procedures to a specified runway.
2. In simulated or actual instrument conditions to MDA,
accomplishes the circling approach selected by the examiner.
3. Demonstrates sound judgment and knowledge of the airplanemaneuvering capabilities throughout the circling approach.
4. Confirms the direction of traffic and adheres to all restrictions
and instructions issued by ATC.
5. Descends at a rate that ensures arrival at the MDA at, or priorto, a point from which a normal circle-to-land maneuver canbe accomplished.
6. Avoids descent below the appropriate circling MDA orexceeding the visibility criteria until in a position from which adescent to a normal landing can be made.
7. Maneuvers the airplane, after reaching the authorized circling
approach altitude, by visual references to maintain aflightpath that permits a normal landing on a runway that
requires at least a 90° change of direction, from the final
approach course, to align the aircraft for landing.
8. Performs the procedure without excessive maneuvering andwithout exceeding the normal operating limits of the airplane(the angle of bank should not exceed 30°).
9. Maintains the desired altitude within −0, +100 feet, heading/
track within ±5°, the airspeed/V-speed within ±5 knots, but
not less than the airspeed as specified in the POH or the
AFM.
10. Uses the appropriate airplane configuration for normal andabnormal situations and procedures.
11. Turns in the appropriate direction, when a missed approachis dictated during the circling approach, and uses the correct
procedure and airplane configuration.
12. Performs all procedures required for the circling approachand airplane control in a smooth, positive, and timely manner.

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F. TASK: MISSED APPROACH
REFERENCES: 14 CFR part 61; POH/AFM; AIM; Standard
Instrument Approach Procedure Charts (SIAP); FAA-H-8083-15,
FAA-H-8261-1.
NOTE: The applicant must perform two missed approaches with one
being from a precision approach (ILS, MLS, or GLS). One complete
published missed approach must be accomplished. Additionally, in
multiengine airplanes, a missed approach must be accomplishedwith one engine inoperative (or simulated inoperative). The engine
failure may be experienced anytime prior to the initiation of theapproach, during the approach, or during the transition to the missed
approach attitude and configuration.
Descending below the MDA or continuing a precision approach
below DH/DA as appropriate, unless the runway environment is insight is considered unsatisfactory performance. However, even if themissed approach is properly initiated at DA/DH, most airplanes
descend below DA/DH because of the momentum of the airplanetransitioning from a stabilized approach to a missed approach. This
descent below DA/DH is not considered unsatisfactory, as long as
the precision approach was not continued below DA/DH.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of missed approachprocedures associated with standard instrument approaches
to include reference to standby (backup or fail down)
instruments.
2. Initiates the missed approach procedure promptly by thetimely application of power, establishes the proper climb
attitude, and reduces drag in accordance with the approved
procedures.
3. Reports to ATC, beginning the missed approach procedure.
4. Complies with the appropriate missed approach procedure or
ATC clearance.
5. Advises ATC any time the applicant is unable to maneuver
the airplane to comply with a clearance.
6. Follows the recommended airplane checklist items orcoordinates with crew to ensure completion of checklist items
in a timely manner and as recommended by the manufacturer
appropriate to the go-around procedure for the airplane used.
7. Requests clearance, if appropriate, to the alternate airport,
another approach, a holding fix, or as directed by theexaminer.
8. Maintains the desired altitudes ±100 feet, airspeed ±5 knots,heading ±5°; and accurately tracks courses, radials, andbearings.

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VI. AREA OF OPERATION: LANDINGS AND APPROACHES TO
LANDINGSNOTE: Notwithstanding the authorizations for the combining ofmaneuvers and for the waiver of maneuvers, the applicant must
make at least three actual landings (one to a full stop). Theselandings must include the types listed in this AREA OFOPERATION; however, more than one type may be combined
where appropriate (i.e., crosswind and landing from a precision
approach or landing with simulated powerplant failure, etc.). For all
landings, touchdown should be 500 to 3,000 feet past the runway
threshold, not to exceed one-third of the runway length, with the
runway centerline between the main landing gear. An amphibian
type rating must bear the limitation “LIMITED TO LAND” or“LIMITED TO SEA,” as appropriate, unless the applicant
demonstrates proficiency in both land and sea operations.
A. TASK: NORMAL AND CROSSWIND APPROACHES AND
LANDINGSREFERENCES: 14 CFR part 61; POH/AFM; FAA-H-8083-3.
NOTE: In an airplane with a single powerplant, unless the applicant
holds a commercial pilot certificate, he or she must accomplish threeaccuracy approaches and spot landings from an altitude of 1,000
feet or less, with the engine power lever in idle and 180° of change
in direction. The airplane must touch the ground in a normal landing
attitude beyond and within 200 feet of a designated line or point on
the runway. At least one landing must be from a forward slip.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of normal and crosswind
approaches and landings including recommended approachangles, airspeeds, V-speeds, configurations, performance
limitations, wake turbulence, LAHSO, and safety factors (asappropriate to the airplane).
2. Establishes the approach and landing configuration
appropriate for the runway and meteorological conditions,and adjusts the powerplant controls as required.
3. Maintains a ground track that ensures the desired traffic
pattern will be flown, taking into account any obstructions andATC or examiner instructions.
4. Verifies existing wind conditions, makes proper correction fordrift, and maintains a precise ground track.
5. Maintains a stabilized approach and the desired airspeed/
V-speed within ±5 knots.
6. Accomplishes a smooth, positively controlled transition fromfinal approach to touchdown.

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7. Maintains positive directional control and crosswind
correction during the after-landing roll.
8. Uses spoilers, prop reverse, thrust reverse, wheel brakes,
and other drag/braking devices, as appropriate, in such amanner to bring the airplane to a safe stop.
9. Completes the applicable after-landing checklist items orcoordinates with crew to ensure completion of checklist items
in a timely manner and as recommended by the
manufacturer.

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B. TASK: LANDING FROM A PRECISION APPROACH
REFERENCES: 14 CFR part 61; POH/AFM; AIM; FAA-H-8083-15.
NOTE: If circumstances beyond the control of the applicant preventan actual landing, the examiner may accept an approach to a point
where, in his or her judgment, a safe landing and a full stop could
have been made, and credit given for a missed approach. Where asimulator approved for landing from a precision approach is used,
the approach may be continued through the landing and credit given
for one of the landings required by this AREA OF OPERATION.
APPLICANT NOTE: Expect other tasks to be combined with thistask (to include Area VI, Task C for multiengine airplanes).
Objective. To determine that the applicant:
1. Exhibits awareness of landing in sequence from a precision
approach.
2. Considers factors to be applied to the approach and landing
such as displaced thresholds, meteorological conditions,
NOTAMs, and ATC or examiner instructions.
3. Uses the airplane configuration and airspeed/V-speeds, as
appropriate.
4. Maintains, during the final approach segment, glide slope andlocalizer indications within applicable standards of deviation,and the recommended airspeed/V-speed ±5 knots.
5. Applies gust/wind factors as recommended by the
manufacturer, and takes into account meteorologicalphenomena such as wind shear, microburst, and otherrelated safety of flight factors.
6. Accomplishes the appropriate checklist items or coordinateswith crew to ensure timely completion of checklist items in atimely manner and as recommended by the manufacturer orapproved method.
7. Transitions smoothly from simulated instrument
meteorological conditions (IMC) at a point designated by theexaminer, maintaining positive airplane control.
8. Accomplishes a smooth, positively controlled transition fromfinal approach to touchdown.
9. Maintains positive directional control and crosswind
correction during the after-landing roll.
10. Uses spoilers, prop reverse, thrust reverse, wheel brakes,
and other drag/braking devices, as appropriate, in such amanner to bring the airplane to a safe stop after landing.
11. Accomplishes the appropriate after-landing checklist items orcoordinates with crew to ensure completion of after-landing
checklist items in a timely manner and as recommended by
the manufacturer.

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C. TASK: APPROACH AND LANDING WITH (SIMULATED)POWERPLANT FAILURE—MULTIENGINE AIRPLANE
REFERENCES: 14 CFR part 61; POH/AFM; FAA-H-8083-3.
NOTE: In airplanes with three powerplants, the applicant must follow
a procedure (if approved) that approximates the loss of two
powerplants, the center and one outboard powerplant. In othermultiengine airplanes, the applicant must follow a procedure, which
simulates the loss of 50 percent of available powerplants, the loss
being simulated on one side of the airplane.
APPLICANT NOTE: Expect task to be combined with other tasks (toinclude Area V, Task E). May be limited by aircraft parameters underambient conditions at examiner’s discretion.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the flight characteristics
and controllability associated with maneuvering to a landing
with powerplant(s) inoperative (or simulated inoperative)
including the controllability factors associated withmaneuvering, and the applicable emergency procedures.
2. Maintains positive airplane control. Establishes a bank ofapproximately 5°, if required, or as recommended by the
manufacturer, to maintain coordinated flight, and properly
trims for that condition.
3. Sets powerplant controls, reduces drag as necessary,correctly identifies and verifies the inoperative powerplant(s)after the failure (or simulated failure).
4. Maintains the operating powerplant(s) within acceptable
operating limits.
5. Follows the prescribed airplane checklist or coordinates withcrew to ensure timely completion of checklist items in a timely
manner and as recommended by the manufacturer, andverifies the procedures for securing the inoperative
powerplant(s).
6. Proceeds toward the nearest suitable airport.
7. Maintains, prior to beginning the final approach segment, thedesired altitude ±100 feet, the desired airspeed ±10 knots,
the desired heading ±5°; and accurately tracks courses,
radials, and bearings.
8. Establishes the approach and landing configuration
appropriate for the runway or landing area, andmeteorological conditions; and adjusts the powerplant
controls as required.
9. Maintains a stabilized approach and the desired airspeed/
V-speed within ±5 knots.
10. Accomplishes a smooth, positively controlled transition fromfinal approach to touchdown.
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11. Maintains positive directional control and crosswind
corrections during the after-landing roll.
12. Uses spoilers, prop reverse, thrust reversers, wheel brakes,
and other drag/braking devices, as appropriate, in such amanner to bring the airplane to a safe stop after landing.
13. Accomplishes the appropriate after-landing checklist items orcoordinates with crew to ensure completion of after-landing
checklist items in a timely manner and as recommended by
the manufacturer.
D. TASK: LANDING FROM A CIRCLING APPROACH
REFERENCES: 14 CFR part 61; POH/AFM; AIM; FAA-H-8083-15.
APPLICANT NOTE: Expect task to be combined with other tasks (toinclude previous task, Task C for multiengine aircraft.)Objective. To determine that the applicant:
1. Exhibits knowledge of a landing from a circling approach.
2. Selects, and complies with, a circling approach procedure toa specified runway.
3. Considers the environmental, operational, and meteorologicalfactors, which affect a landing from a circling approach.
4. Confirms the direction of traffic and adheres to all restrictions
and instructions issued by ATC.
5. Descends at a rate that ensures arrival at the MDA at, or priorto, a point from which a normal circle-to-land maneuver canbe accomplished.
6. Avoids descent below the appropriate circling MDA orexceeding the visibility criteria until in a position from which adescent to a normal landing can be made.
7. Accomplishes the appropriate checklist items or coordinateswith crew to ensure completion of checklist items in a timely
manner and as recommended by the manufacturer orapproved method.
8. Maneuvers the airplane, after reaching the authorized circling
approach altitude, by visual references, to maintain aflightpath that requires at least a 90° change of direction,from the final approach course, to align the aircraft forlanding.
9. Performs the maneuver without excessive maneuvering andwithout exceeding the normal operating limits of the airplane.
The angle of bank should not exceed 30°.
10. Maintains the desired altitude within +100, −0 feet, heading
within ±5°, and approach airspeed/V-speed within ±5 knots.
11. Uses the appropriate airplane configuration for normal andabnormal situations and procedures.
12. Performs all procedures required for the circling approachand airplane control in a timely, smooth, and positive manner.
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13. Accomplishes a smooth, positively controlled transition to
final approach and touchdown or to a point where in theopinion of the examiner that a safe full stop landing could be
made.
14. Maintains positive directional control and crosswind
correction during the after-landing roll.
15. Uses spoilers, prop reverse, thrust reverse, wheel brakes,
and other drag/braking devices, as appropriate, in such amanner to bring the airplane to a safe stop.
16. Accomplishes the appropriate after-landing checklist items orcoordinates with crew to ensure completion of after-landing
checklist items in a timely manner and as recommended by
the manufacturer, after clearing the runway in a timely
manner and as recommended by the manufacturer.
E. TASK: ROUGH WATER APPROACH AND LANDING(AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
NOTE: If a rough water condition does not exist, the applicant’s
knowledge of rough water elements must be evaluated through oral
testing. The applicant’s skill must be evaluated by simulating the
TASK.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to a rough water
approach and landing.
2. Considers the wind conditions, surrounding terrain, water
depth, debris, and other watercraft.
3. Selects a suitable approach direction and touchdown area.
4. Establishes the recommended approach and landing
configuration and adjusts power and pitch attitude as
required.
5. Ensures that the landing gear and water rudders are
retracted, if applicable.
6. Maintains a stabilized approach and recommended airspeedwith gust factor applied, ±5 knots.
7. Contacts the water at the correct pitch attitude andtouchdown speed.
8. Makes smooth, timely, and correct power and control
application during the landing while remaining alert for a goaround should conditions be too rough.
9. Maintains positive after-landing control.
10. Completes appropriate checklists or coordinates with crew toensure completion of after-landing checklist items in a timely
manner and as recommended by the manufacturer orapproved method.

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FAA-S-8081-5F

F. TASK: GLASSY WATER APPROACH AND LANDING(AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
NOTE: If a glassy water condition does not exist, the applicant’ssatisfactory knowledge of glassy water elements must be evaluatedthrough oral testing. The applicant’s skill must be evaluated bysimulating the TASK.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the elements related to a
glassy water approach and landing.
2. Considers the surrounding terrain, visual attitude references,
water depth, debris, and other watercraft.
3. Selects a suitable approach path and touchdown area.
4. Ensures that the landing gear and water rudders are
retracted, if applicable.
5. Establishes the recommended approach and landing
configuration and adjusts power and pitch attitude as
required.
6. Maintains a slightly nose-high stabilized approach at therecommended airspeed, ±5 knots and descent rate from last
altitude reference, until touchdown.
7. Makes smooth, timely, and correct power and control
adjustments to maintain proper attitude and rate of descent totouchdown.
8. Contacts the water at the correct pitch attitude and slows toidle taxi speed.
9. Completes appropriate checklists or coordinates with crew toensure completion of checklist items in a timely manner andas recommended by the manufacturer.

FAA-S-8081-5F

2-34

G. TASK: CONFINED-AREA APPROACH AND LANDING(AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
NOTE: This TASK simulates an approach and landing to a small
pond, which would require a spiral approach, wings level landing,and step turn upon landing; and a straight ahead approach andlanding to a narrow waterway with obstructions at either end. The
examiner must evaluate both landing situations for this TASK.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to a confinedarea approach and landing.
2. Considers the wind conditions, surrounding terrain, surface
condition, water depth, debris, and other watercraft.
3. Selects a suitable approach path and touchdown area.
4. Establishes the recommended approach and landing
configuration and airspeed, and adjusts pitch attitude andpower as required.
5. Ensures that the landing gear and water rudders are
retracted, if applicable.
6. Maintains a stabilized approach and recommended approach
airspeed with gust factor applied, ±5 knots.
7. Makes smooth, timely, and correct power and control
application during the roundout and touchdown.
8. Touches down smoothly at the recommended airspeed andpitch attitude, beyond and within 100 feet of a specified
point/area.
9. Maintains crosswind correction and directional control
throughout the approach and landing.
10. Completes appropriate checklists or coordinates with crew toensure completion of checklist items in a timely manner andas recommended by the manufacturer.

2-35

FAA-S-8081-5F

H. TASK: REJECTED LANDING
REFERENCES: 14 CFR part 61; AIM; POH/AFM; FSB Report;
FAA-H-8083-3.
NOTE: The maneuver may be combined with instrument, circling, or
missed approach procedures, but instrument conditions need not be
simulated below 100 feet above the runway. This maneuver should
be initiated approximately 50 feet above the runway or landing area
and approximately over the runway threshold or as recommended
by the FSB Report.
For those applicants seeking a VFR only type rating in an airplane
not capable of instrument flight, and where this maneuver isaccomplished with a simulated engine failure, it should not be
initiated at speeds or altitudes below that recommended in the POH.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of a rejected landing
procedure including the conditions that dictate a rejectedlanding, the importance of a timely decision, LAHSO
considerations, the recommended airspeed/V-speeds, andalso the applicable “clean-up” procedure.
2. Makes a timely decision to reject the landing for actual or
simulated circumstances and makes appropriate notification
when safety-of-flight is not an issue.
3. Applies the appropriate power setting for the flight conditionand establishes a pitch attitude necessary to obtain thedesired performance.
4. Retracts the wing flaps/drag devices and landing gear, if
appropriate, in the correct sequence and at a safe altitude,
establishes a positive rate of climb and the appropriate
airspeed/V-speed within ±5 knots.
5. Trims the airplane as necessary, and maintains the proper
ground track during the rejected landing procedure.
6. Accomplishes the appropriate after-landing checklist items orcoordinates with crew to ensure timely completion of checklist
items, in accordance with approved procedures.
7. Reports reject to ATC in a timely manner, after executing
reject procedures.

FAA-S-8081-5F

2-36

I. TASK: LANDING FROM A NO FLAP OR A NONSTANDARD
FLAP APPROACH
REFERENCES: 14 CFR part 61; FSB Report; POH/AFM;
FAA-H-8083-3.
NOTE: This maneuver need not be accomplished for a particular
airplane type if the Administrator has determined that the probabilityof flap extension failure on that type airplane is extremely remote
due to system design. The examiner must determine whether
checking on slats only and partial-flap approaches are necessary forthe practical test. However, probability of asymmetrical flap failures
should be considered in this making this determination.
Objective. To determine that the applicant:
1. Exhibits knowledge of the factors, which affect the flightcharacteristics of an airplane when full or partial flaps,
leading edge flaps, and other similar devices become
inoperative.
2. Uses the correct airspeeds/V-speeds for the approach andlanding.
3. Maintains the proper airplane pitch attitude and flightpath forthe configuration, gross weight, surface winds, and otherapplicable operational considerations.
4. Uses runway of sufficient length for the zero or nonstandard
flap condition.
5. Maneuvers the airplane to a point where a touchdown at an
acceptable point on the runway and a safe landing to a fullstop could be made.
6. After landing, uses spoilers, prop reverse, thrust reverse,
wheel brakes, and other drag/braking devices, as
appropriate, in such a manner to bring the airplane to a safe
stop.

2-37

FAA-S-8081-5F

VII. AREA OF OPERATION: NORMAL AND ABNORMAL
PROCEDURES
A. TASK: NORMAL AND ABNORMAL PROCEDURESREFERENCES: 14 CFR part 61; POH/AFM; FSB Report.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the normal and abnormal
procedures of the systems, subsystems, and devices relative
to the airplane type (as may be determined by the examiner);
knows immediate action items to accomplish, if appropriate,
and proper checklist to accomplish or to call for, if
appropriate.
2. Demonstrates the proper use of the airplane systems,
subsystems, and devices (as may be determined by theexaminer) appropriate to the airplane, such as—a. powerplant.
b. fuel system.
c. electrical system.
d. hydraulic system.
e. environmental and pressurization systems.
f. fire detection and extinguishing systems.
g. navigation and avionics systems to include backup (faildown) modes and procedures.
h. automatic flight control system, electronic flight instrument
system, and related subsystems to include backup (faildown) modes and procedures.
i. flight control systems.
j. anti-ice and deice systems.
k. airplane and personal emergency equipment.
l. other systems, subsystems, and devices specific to thetype airplane, including make, model, and series.

FAA-S-8081-5F

2-38

VIII. AREA OF OPERATION: EMERGENCY PROCEDURES
A. TASK: EMERGENCY PROCEDURESREFERENCES: 14 CFR part 61; POH/AFM.
Objective. To determine that the applicant:
1. Exhibits satisfactory knowledge of the emergency procedures(as may be determined by the examiner) relating to theparticular airplane type.
2. Demonstrates the proper emergency procedures (as must be
determined by the examiner) relating to the particular airplane
type, such as—a. emergency descent (maximum rate).
b. inflight fire and smoke removal.
c. rapid decompression.
d. emergency evacuation.
e. airframe icing.
f. others (as may be required by the AFM).
3. Demonstrates the proper procedure for any other emergency
outlined (as determined by the examiner) in the appropriate
approved AFM to include demonstration of flight by reference
to standby flight instruments.

2-39

FAA-S-8081-5F

IX. AREA OF OPERATION: POSTFLIGHT PROCEDURES
A. TASK: AFTER-LANDING PROCEDURESREFERENCE: POH/AFM.
Objective. To determine that the applicant:
1. Exhibits knowledge of safe afterlanding, taxi, ramping,anchoring, docking, and mooring procedures, as appropriate.
2. Demonstrates proficiency by maintaining correct and positive
control. In airplanes equipped with float devices, this includes
water taxiing, approaching a buoy, sailing, and docking.
3. Maintains proper spacing on other aircraft, obstructions, andpersons.
4. Accomplishes the applicable checklist items or coordinateswith crew to ensure completion of checklist items in a timely
manner and as recommended by the manufacturer andperforms the recommended procedures.
5. Maintains the desired track and speed.
6. Complies with instructions issued by ATC (or the examiner
simulating ATC).
7. Observes runway hold lines, localizer and glide slope criticalareas, and other surface control markings and lighting toprevent a runway incursion.
8. Maintains constant vigilance and airplane control during thetaxi operation.
B. TASK: ANCHORING (AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to anchoring inlakes, rivers, and tidal areas.
2. Selects a suitable area for anchoring considering seaplanemovement, water depth, tides, wind, and weather changes.
3. Uses an adequate number of anchors and lines of sufficientstrength and length to ensure the seaplane’s security.

FAA-S-8081-5F

2-40

C. TASK: DOCKING AND MOORING (AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to docking or
mooring.
2. Approaches the dock or mooring buoy in the proper direction
considering speed, hazards, wind, and water current.
3. Ensures seaplane security.
D. TASK: BEACHING (AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to beaching.
2. Selects a suitable area for beaching, considering water
depth, current, tide, and wind.
3. Approaches from the proper direction and at a suitable speed
for the beach condition.
4. Beaches and secures the seaplane in a manner that willprotect it from harmful effects of wind, waves, and changes inwater level.
5. Departs the beach in a safe manner, considering wind,current, traffic, and hazards.

2-41

FAA-S-8081-5F

E. TASK: RAMPING (AMES/ASES)
REFERENCES: POH/AFM; FAA-H-8083-3, FAA-H-8083-23.
Objective. To determine that the applicant:
1. Exhibits knowledge of the elements related to ramping.
2. Approaches the ramp from the proper direction and at a safe
speed, considering current, wind, and type of ramp.
3. Ramps the seaplane at the proper speed and attitude.
4. Secures the seaplane on the ramp in a manner that willprotect it from the harmful effects of wind, waves, andchanges of water level.
5. Departs the ramp in a manner that does not endanger otherpersons or watercraft in the area.
6. Re-enters the water.
F. TASK: PARKING AND SECURINGREFERENCE: POH/AFM.
Objective. To determine that the applicant:
1. Demonstrates knowledge of the parking, and the securing
airplane procedures.
2. Demonstrates knowledge of the airplane forms/logs to record
the flight time/discrepancies.
3. Demonstrates knowledge of any installed and auxiliary
aircraft security equipment, as appropriate.

FAA-S-8081-5F

2-42

APPENDIX 1TASK VS. SIMULATION DEVICE CREDIT

Change 2 (3/18/09)

APPENDIX 1—AIRPLANESTASK VS. SIMULATION DEVICE CREDIT
Examiners conducting the Airline Transport Pilot and Aircraft Type Rating Practical Test Standards—Airplane with simulation devices should consult
appropriate documentation to ensure that the device has been approved for training, testing, and checking the TASKs in question. The documentationfor each device should reflect that the following activities have occurred.

1.

The device must be evaluated, determined to meet the appropriate standards, and assigned the appropriate qualification level by the
National Simulator Program Manager. The device must continue to meet qualification standards through continuing evaluations as
outlined in the appropriate advisory circular (AC). For airplane flight training devices (FTDs), AC 61-136 (as revised) (replaces
AC 120-45A), FAA Approval of Basic Aviation Training Devices (BATD) and Advanced Aviation Training Devices (AATD), will be
used. For simulators, AC 120-40 (as revised), Airplane Simulator Qualification, will be used.

2.
3.

The FAA must approve the device for training, testing, and checking the specific TASKs listed in this appendix.
The device must continue to support the level of student or applicant performance required by this PTS.

NOTE: Users of the following chart are cautioned that use of the chart alone is incomplete. The description and Objective of each TASK as listed in the body of
the PTS, including all NOTES, must also be incorporated for accurate simulation device use.

USE OF CHARTXANOTES: 1.
2.
3.

Creditable.
Creditable if appropriate systems are installed and operating.

The airplane may be used for all TASKs.
Training Devices below Level 4 may NOT be used for airplane type ratings.
Standards for and use of Level 1 Flight Training Devices have not been determined.

Appendix 1-1

FAA-S-8081-5F

FLIGHT TASKFLIGHT SIMULATION DEVICE LEVEL

Areas of Operation: Section Two

1

II.

III.

Preflight Procedures
A. Preflight Inspection (Cockpit Only)
B. Powerplant Start
C. Taxiing
F. Pretakeoff Checks

2

3

4

5

6

7

A

B

C

D

A
A

X
X

A
A

A
A

X
X

X
X

X
X

X
X

A

X

A

A

X

X

X

X

X
X
X
X

X
X
X
X

X

X

Takeoff and Departure Phase
A. Normal and Crosswind Takeoff
E. Instrument Takeoff (Levels 3, 6, and 7 require a visual systemapproved in accordance with AC 120-40, as amended.)
F. Powerplant Failure During Takeoff
G. Rejected Takeoff (Levels 3, 6, and 7 require a visual systemapproved in accordance with AC 120-40, as amended.)
H. Departure Procedures

X

X

X

X
X

X
X

X
X

X
X

X
X

X
X

X
X

X
X

X
X

X
X

X
X

IV. Inflight Maneuvers
A. Steep TurnsX
X X X X X X
B. Approaches to Stalls (Use of Levels 3, 6, and 7 requires
operational synthetic stall warning system.)X
X X X X X X
C. Powerplant Failure—Multiengine Airplane
X X X X
D. Powerplant Failure—Single-Engine AirplaneX
X X X X X X
E. Specific Flight Characteristics
Level of device as determined by the airplane Flight Standardization Board (FSB)
F. Recovery From Unusual Attitudes
X X X X

Appendix 1-2

FAA-S-8081-5F

Change 2 (3/18/09)

FLIGHT TASKFLIGHT SIMULATION DEVICE LEVEL

Areas of Operation: Section Two

1

V.

Instrument Procedures
A. Standard Terminal Arrival/Flight Management System Procedures
B. Holding
C1. Precision Instrument Approach (All Engines Operating)(Autopilot/Manual Flt. Dir. Assist/Manual Raw Data)(Levels 2 and 5 use limited to A/P coupled approach only)
C2. Precision Instrument Approach (PA) (One Engine Inop.)(Manual Flt. Dir. Asst/Manual Raw Data)
D. Nonprecision Approaches (NPA) (Not more than one
authorized in a device less than Level A simulator)(Levels 2 and 5 use limited to A/P coupled approach only)
E. Circling Approach (each appr. must be specifically auth.)
F1. Missed Approach (Normal)
F2. Missed Approach (Powerplant Failure)

2

3

4

5

X
X

A

A

VI. Landings and Approaches to Landings
A. Normal and Crosswind Approaches and Landings
B. Landing From a Precision Approach (PA)C. Approach and Landing With (Simulated) Powerplant Failure—Multiengine Airplane
D. Landing From Circling Approach
H. Rejected Landing
I.
Landing From a No Flap or a Nonstandard Flap Approach

Appendix 1-3

X

X

A

A

6

7

A

B

C

D

X
X

X
X

X
X

X
X

X
X

X
X

X

X

X

X

X

X

X

X

X

X

X
X
X
X

X
X
X
X

X
X
X
X

X
X
X
X

X
X

X
X

X
X
X
X

X
X
X
X

X

X

X

X

FAA-S-8081-5F

Change 2 (3/18/09)

FLIGHT TASKFLIGHT SIMULATION DEVICE LEVEL

Areas of Operation: Section Two

1

VII. Normal and Abnormal Procedures (*1) (**2)
A. Powerplant (including shutdown and restart)
B. Fuel System
C. Electrical System
D. Hydraulic System
E. Environmental and Pressurization Systems
F. Fire Protection and Extinguisher Systems
G. Navigation and Avionics Systems
H. Automatic Flight Control System, Electronic Flight
Instrument System, and Related Subsystems
I.
Flight Control Systems
J. Anti-ice and Deice Systems
K. Aircraft and Personal Emergency Equipment
L. Others, as determined by make, model, or series
VIII. Emergency Procedures
A. Emergency Descent (Max. Rate)
B. Inflight Fire and Smoke Removal
C. Rapid Decompression
D. Emergency Evacuation
E. Others (as may be required by AFM)

2

3

4

5

6

7

A

B

C

D

A
A
A
A
A
A
A

X
X
X
X
X
X
X

A
A
A
A
A
A
A

A
A
A
A
A
A
A

X
X
X
X
X
X
X

X
X
X
X
X
X
X

X
X
X
X
X
X
X

X
X
X
X
X
X
X

X
X
X
X
X
X
X

X
X
X
X
X
X
X

A

X

A

A

X

X

A
A

X
X

A
A
A

A
A
A

X
X
X

X
X
X

X
X
X
X
X

X
X
X
X
X

X
X
X
X
X

X
X
X
X
X

A
A

A
A

A

A

X
X
X
X
X

X
X
X
X
X

X
X
X
X
X

X
X
X
X
X

X
X
X
X
X

X
X
X
X
X

A
A
A

Appendix 1-4

X
X
X
X
X

FAA-S-8081-5F

FLIGHT TASKFLIGHT SIMULATION DEVICE LEVEL

Areas of Operation: Section Two

1

IX. Postflight Procedures
A. After-Landing Procedures
F. Parking and Securing

2

3

4

5

6

7

A

B

C

D

A
A

X
X

A
A

A
A

X
X

X
X

X
X

X
X

X
X

X
X

___________________(*1) Evaluation of normal and abnormal procedures may be accomplished in conjunction with other events.
(**2) Situations resulting in asymmetrical thrust or drag conditions (i.e., asymmetrical flight controls) must be accomplished in at least a
Level A device. However, shutdown and restart (procedures only) may be accomplished in a properly equipped FTD.
Appendix 1-5

FAA-S-8081-5F