U.S. Department

of Transportation

Federal Aviation

Administration

AIRLINE TRANSPORT PILOT

AND AIRCRAFT TYPE RATING

Practical Test Standards

for

AIRPLANE

February 2001

FLIGHT STANDARDS SERVICE

Washington, DC 20591

FAA-S-8081-5D

with change 1

AIRLINE TRANSPORT PILOT

AND AIRCRAFT TYPE RATING

Practical Test Standards

for

AIRPLANE

2001

FLIGHT STANDARDS SERVICE

WASHINGTON, DC 20591
FAA-S-8081-5D

NOTE

Examiners may use the practical test standards, dated August 1998,

to evaluate airline transport pilot and type rating applicants, until

February 1, 2001.

Material in FAA-S-8081-5D will be effective February 1, 2001. All

previous editions of the Airline Transport Pilot and Aircraft Type

Rating—Airplane Practical Test Standards will be obsolete as

of this date.
RECORD OF CHANGES FAA-S-8081-5D

Change 1: 02/07/01

Reason: To correct omissions and errors in the original.

V. AREA OF OPERATION: INSTRUMENT PROCEDURES

TASK C: PRECISION INSTRUMENT APPROACHES

TASK E: CIRCLING APPROACH
FAA-S-8081-5D

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) shall conduct practical tests in compliance with these

standards. Flight instructors and applicants should find these

standards helpful in practical test preparation.

_______________________________

Joseph K. Tintera, Manager

Regulatory Support Division, AFS-600

Flight Standards Service
i FAA-S-8081-5D

CONTENTS

INTRODUCTION.....................................................................1

General Information.............................................................1

Practical Test Standard Concept ..........................................2

Practical Test Description....................................................3

Use of the Practical Test Standards .....................................5

Special Emphasis Areas .....................................................6

Practical Test Prerequisites: Airline Transport Pilot ................6

Practical Test Prerequisites: Aircraft Type Rating ..................7

Seaplane Class Rating........................................................8

Aircraft Type Ratings Limited to VFR....................................9

Removal of the “Limited to Center Thrust” Limitation............. 10

Aircraft and Equipment Requirements for the Practical Test.. 11

Use of FAA-Approved Flight Simulator or Flight Training

Device ........................................................................ 11

Examiner Responsibility.................................................... 12

Satisfactory Performance .................................................. 13

Unsatisfactory Performance............................................... 13

Recording Unsatisfactory Performance ............................... 15

Crew Resource Management (CRM)................................... 15

How the Examiner Applies CRM ........................................ 16

Applicant’s Use of Checklists ............................................ 17

Use of Distractions During Practical Tests .......................... 17

Metric Conversion Initiative................................................. 17

SECTION 1: PREFLIGHT PREPARATION

CONTENTS...................................................................... 1-i

AREA OF OPERATION:

I. PREFLIGHT PREPARATION .................................. 1-1

SECTION 2: PREFLIGHT PROCEDURES, INFLIGHT MANEUVERS,

AND POSTFLIGHT PROCEDURES

CONTENTS...................................................................... 2-i

AREAS OF OPERATION:

II. PREFLIGHT PROCEDURES................................... 2-1

III. TAKEOFF AND DEPARTURE PHASE .................... 2-5

IV. INFLIGHT MANEUVERS ...................................... 2-10

V. INSTRUMENT PROCEDURES.............................. 2-15
FAA-S-8081-5D ii

VI. LANDINGS AND APPROACHES TO LANDINGS.....2-23

VII. NORMAL AND ABNORMAL PROCEDURES ..........2-29

VIII. EMERGENCY PROCEDURES..............................2-30

IX. POSTFLIGHT PROCEDURES ...............................2-31

APPENDIX 1—TASK VS. SIMULATION DEVICE CREDIT

TASK VS. SIMULATION DEVICE CREDIT...........Appendix 1-1

USE OF CHART................................................Appendix 1-1

FLIGHT SIMULATION DEVICE LEVEL................Appendix 1-2
1 FAA-S-8081-5D

INTRODUCTION

General Information

The Flight Standards Service of the Federal Aviation Administration

(FAA) has developed this practical test standard (PTS) to be used by

examiners when conducting airline transport pilot and aircraft type

rating practical tests (knowledge of the equipment and flight tasks) in

airplanes. Instructors are expected to use this book when preparing

applicants for practical tests. Applicants should refer to these

standards during their training.

Information considered directive in nature is described in this

practical test standard in terms, such as “shall” and “must” indicating

the actions are mandatory. Guidance information is described in

terms, such as “should” and “may” indicating the actions are

desirable or permissive but not mandatory.

The FAA gratefully acknowledges the valuable assistance provided

by many individuals and companies who contributed their time and

talent in assisting with the development of this practical test

standard.

This practical test standard may be downloaded from the Regulatory

Support Division’s, AFS-600, web site at http://afs600.faa.gov.

Subsequent changes to this standard, in accordance with AC 60-27,

Announcement of Availability: Changes to Practical Test Standards,

will also be available on AFS-600’s web site and then later

incorporated into a printed revision.

This publication may be purchased from the Superintendent of

Documents, U.S. Government Printing Office, Washington, DC

20402.

Comments regarding this publication should be sent to:

U.S. Department of Transportation

Federal Aviation Administration

Flight Standards Service

Airman Testing Standards Branch, AFS-630

P.O. Box 25082

Oklahoma City, OK 73125
FAA-S-8081-5D 2

Practical Test Standard Concept

Title 14 of the Code of Federal Regulations (14 CFR) part 61

specifies the areas in which knowledge and skills must be

demonstrated by the applicant 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 (PTSs) containing specific TASKS in which pilot

competency must be demonstrated. The FAA will revise this book

whenever it is determined that changes are needed in the interest of

safety. Adherence to provisions of the regulations and the PTS is

mandatory for the evaluation of pilot applicants. For some aircraft

types, provisions of FAA Flight Standardization Board (FSB) Reports

may specify details as to how 14 CFR part 61 and this PTS apply to

certain maneuvers, TASKS, procedures or knowledge areas.

Flight proficiency for certification of airmen employed by 14 CFR part

121 and 135 operators and FAA personnel assigned to part 121 and

135 certificates, is demonstrated when the maneuvers and

procedures required for the issuance of a type rating for a specific

airplane are accomplished satisfactorily. Type rating requirements

may be determined through SFAR 58, advisory circular (AC) 120-53,

FSB Reports, and Flight Manual. Further, successful completion of a

proficiency check under part 121 or the successful completion of

both a competency check and a pilot-in-command instrument

proficiency check under part 135, satisfy the requirements for the

appropriate aircraft rating. Unless the Administrator requires certain or

all TASKS to be performed, the examiner who conducts the practical

test for an airline transport pilot certificate or added rating may waive

any of the TASKS for which the Administrator approves waiver

authority.

For those crewmembers employed by 14 CFR parts 121 and 135

operators, and those FAA personnel assigned to part 121 and 135

certificates, the Administrator provides waiver discretion to the check

airman (also a qualified examiner), or the FAA inspector conducting

the check, for the following maneuvers/procedures.

1. Area arrival or area departure, but not both.

2. Two of three stalls. (One demonstrated in a turn, with a

bank of 15 to 30°)

3. Holding.

4. Second nonprecision approach.

5. Steep turns.

6. Specific flight characteristics.
3 FAA-S-8081-5D

Waiver authority requires that the applicant is trained to proficiency in

all six maneuvers/procedures in the operator’s FAA-approved training

program.

NOTE: Pilots employed by an air carrier certificate holder, operating

under part 121, 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 the circling approach and landing from a circling

approach. Airline transport pilot and aircraft type rating certificates

issued without training and checking in the circling maneuver will be

annotated “CIRC. APCH. VMC ONLY.” This restriction may be

removed when the circling approach is satisfactorily demonstrated to

a designated examiner (also a check airman), or FAA inspector, in

the appropriate type airplane.

Practical Test Description

This practical test 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

for the initial issuance of an airline transport pilot certificate and for

the addition of category, class, and aircraft type ratings to that

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 in

the second section are considered to be in flight. All eight AREAS

OF OPERATION in the second section test the applicant’s skill and

knowledge. If all TASKS, of the practical test, are not completed on

one date, all remaining TASKS of the test must be satisfactorily

completed not more than 60 calendar days after the date on which

the applicant began the test.

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.

TASKS are titles of knowledge areas, flight procedures, or

maneuvers appropriate to an AREA OF OPERATION.
FAA-S-8081-5D 4

NOTE is used to emphasize special considerations required in the

AREA OF OPERATION.

The Objective lists the important ELEMENTS that must be

satisfactorily performed to demonstrate competency in a TASK. The

Objective includes:

1. specifically what the applicant should be able to do;

2. the conditions under which the TASK is to be performed; and

3. the acceptable standards of performance.

The REFERENCE identifies the publication(s) that describe(s) the

TASK. Descriptions of TASKS are not included in the practical test

standards because this information can be found in the listed

references, as amended. Publications other than those listed may be

used for references if their content conveys substantially the same

meaning as the referenced publications.

This practical test standard is based on the following references.

14 CFR part 1 Definitions and Abbreviations

14 CFR part 61 Certification: Pilots and Flight Instructors

14 CFR part 91 General Operating and Flight Rules

SFAR 58 Advanced Qualification Program

FAA-H-8083-3 Airplane Flying Handbook

AC 00-6 Aviation Weather

AC 00-45 Aviation Weather Services

AC 60-22 Aeronautical Decision Making

AC 60-28 English Language Skill Standards

AC 61-27 Instrument Flying Handbook

AC 61-84 Role of Preflight Preparation

AC 120-28 Criteria for Approval of Category III Landing 

Weather Minima

AC 120-29 Criteria for Approving Category I and

Category II Landing Minima for part 121

Operators

AC 120-40 Airplane Simulator Qualification

AC 120-45 Airplane Flight Training Device Qualification

AC 120-46 Use of Advanced Training Devices

AC 120-51 Crew Resource Management Training

AC 120-53 Crew Qualification and Pilot Type Rating

Requirements for Transport Category

Aircraft Operated Under part 121

AC 120-54 Advanced Qualification Program

AC 120-62 Takeoff Safety Training Aid

FSB Reports Flight Standardization Board Reports
5 FAA-S-8081-5D

AFM FAA-Approved Airplane Flight Manual

AIM Aeronautical Information Manual

Other Pertinent Pilot’s Operating Handbooks and

Flight Manuals

En Route Low and High Altitude Charts

Profile Descent Charts

DP Departure Procedures

STAR/FMSP Standard Terminal Arrival/Flight Management

Systems Procedures

AFD Airport Facility Directory

FDC NOTAM National Flight Data Center Notices to Airmen

IAP Instrument Approach Procedure Charts

Note: The latest revision of these references should be used.

Use of the Practical Test Standards

The TASKS, in this PTS, are for airplanes. These TASKS apply to

the applicant who seeks an airline transport pilot certificate; the

addition of a category, class, or aircraft type rating on that certificate.

The applicant that holds a private or commercial pilot certificate and

is seeking the addition of an aircraft type rating on that certificate,

must have the proper category/class rating or accomplish the

appropriate TASKS in the private/commercial pilot PTS’s, which are

not in this PTS.

With certain exceptions, some described by NOTES, all TASKS are

required. However, when a particular ELEMENT is not appropriate to

the aircraft or its equipment, that ELEMENT, at the discretion of the

examiner, may be omitted. Examples of ELEMENT exceptions are

integrated flight systems for aircraft 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 the ELEMENT.

Examiners must develop a written plan of action that includes the

order and combination of TASKS to be demonstrated by the applicant

in a manner that results in an efficient and valid test. Although

TASKS with similar Objectives may be combined to conserve time,

the Objectives of all TASKS must be demonstrated and evaluated at

some time during the practical test. It is of utmost importance that

the examiner accurately evaluate the applicant's ability to perform

safely as a pilot in the National Airspace System. The examiner may

simulate/act as air traffic control (ATC) while conducting the practical

test.
FAA-S-8081-5D 6

Special Emphasis Areas

Examiners shall place special emphasis upon areas of aircraft

operations considered critical to flight safety. Among these are

positive aircraft control, positive exchange of the flight controls

procedure (who is flying the aircraft), collision avoidance, wake

turbulence avoidance, use of available automation, land and hold

short operations (LAHSO), communication management, runway

incursion, controlled flight into terrain (CFIT), crew resource

management (CRM), aeronautical decision making (ADM), and other

areas deemed appropriate to any phase of the practical test.

Although these areas may not be specifically addressed under each

TASK, they are essential to flight safety and will be critically

evaluated during the practical test. In all instances, the applicant’s

actions will relate to the complete situation. The examiner’s role

regarding ATC, crew resource management, and the duties and

responsibilities of the examiner through all phases of the practical

test must be explained to and understood by the applicant, prior to

the 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. have passed the appropriate airline transport pilot knowledge

test within 24 months before the date of the practical test;

2. have the aeronautical experience prescribed in 14 CFR part

61, that apply to the aircraft category and class rating;

3. have a minimum of a third-class medical certificate, if a

medical certificate is required;

4. be at least 23 years of age; and

5. be able to read, speak, write, and understand the English

language. If there is a doubt, use AC 60-28, English

Language Skill Standards.

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 the

practical test and has satisfactorily accomplished that

operator’s approved—

a. Pilot in command aircraft qualification training program

that is appropriate to the certificate and rating sought;

and
7 FAA-S-8081-5D

b. Qualification training requirements appropriate to the

certificate and ratings sought; or

2. is employed as a flight crewmember in scheduled 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.

Practical Test Prerequisites: Aircraft Type Rating

An applicant for a type rating in an airplane is required by 14 CFR

part 61 to have:

1. the applicable experience;

2. a minimum of a third-class medical certificate, if a medical

certificate is required;

3. the appropriate category and class rating, or accomplish the

appropriate TASKS in the private/commercial pilot PTS’s,

which are not in this PTS;

4. received and logged ground training from an authorized

ground or 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; and

5. received 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 the

satisfactory completion of that certificate holder's approved pilot in

command training program for the aircraft type rating sought, instead

of the requirements of 4 and 5 above.

An applicant who holds the private pilot or limited commercial pilot

certificate is required to have passed the appropriate instrument

rating knowledge test since the beginning of the 24th month before

the practical 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

or commercial pilot certificate with an airplane rating, in an aircraft

that requires a type rating, private pilot practical test standards or

commercial pilot practical test standards, as appropriate to the
FAA-S-8081-5D 8

certificate, should be used in conjunction with this PTS. Also, the

current instrument rating practical test standard should 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 that are in the private pilot, commercial pilot, or

instrument rating PTS (and not in this PTS) must be accomplished.

Seaplane Class Rating

If the applicant does not hold a commercial pilot certificate with a

seaplane class rating and desires an airplane class rating of singleengine sea, or multiengine sea, the latest edition of FAA-S-8081-12,

Commercial Pilot Practical Test Standards—Airplane, shall be used

in conjunction with this practical test standard. Commercial pilot

practical test standards, Section 3, Commercial Pilot Airplane SingleEngine Sea, shall be used with single-engine aircraft. Commercial

pilot practical test standards, Section 4, Commercial Pilot Airplane

Multiengine Sea, shall be used with multiengine aircraft.

In addition to the TASKS in this practical test standard, the following

TASKS from the commercial pilot practical test standards must be

accomplished for an airplane class rating of single-engine sea or

multiengine sea.

1. Water and Seaplane Characteristics.

2. Seaplane Bases, Maritime Rules, and Aids to Marine

Navigation.

3. Sailing.

4. Seaplane Base/Water Landing Site Markings and Lighting.

5. Glassy Water Takeoff and Climb.

6. Glassy Water Approach and Landing.

7. Rough Water Takeoff and Climb.

8. Rough Water Approach and Landing.

9. Confined-Area Takeoff and Climb.

10. Confined-Area Approach and Landing.

11. Anchoring.

12. Docking and Mooring.

13. Beaching.

14. Ramping.

In addition to the above TASKS, if the applicant does not have

commercial multiengine class rating, the following TASK from the

commercial pilot practical test standards must be accomplished for

an airplane class rating of multiengine sea:
9 FAA-S-8081-5D

• Engine Inoperative-Loss of Directional Control

Demonstration.

An amphibian type rating shall bear the limitation “LIMITED TO

LAND” or “LIMITED TO SEA,” as appropriate, unless the applicant

demonstrates proficiency in both land and sea operations.

Aircraft Type Ratings Limited to VFR

Pilot applicants who wish to add a type rating, limited to VFR, to their

certificate 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 One: PREFLIGHT PREPARATION

I. AREA OF OPERATION: PREFLIGHT PREPARATION.

A. Equipment examination.

B. Performance and limitations.

Section Two: PREFLIGHT PROCEDURES, INFLIGHT

MANEUVERS, AND POSTFLIGHT PROCEDURES

II. AREA OF OPERATION: PREFLIGHT PROCEDURES.

A. Preflight inspection.

B. Powerplant start.

C. Taxiing.

D. Pretakeoff checks.

III. AREA OF OPERATION: TAKEOFF AND DEPARTURE

PHASE.

A. Normal and crosswind takeoff.

B. Powerplant failure during takeoff. (TASK C)

C. Rejected takeoff. (TASK D)

IV. AREA OF OPERATION: INFLIGHT MANEUVERS.

A. Steep turns.

B. Approaches to stalls.

C. Powerplant failure—multiengine airplane.

D. Powerplant failure—single-engine airplane.

E. Specific flight characteristics.
FAA-S-8081-5D 10

V. AREA OF OPERATION: INSTRUMENT PROCEDURES.

(Not applicable)

VI. AREAS OF OPERATION: LANDINGS AND

APPROACHES TO LANDINGS.

A. Normal and crosswind landings.

B. Landing with simulated powerplant failure—multiengine

airplanes. (TASK C)

C. Rejected landing. (TASK E)

D. Landing from a no flap or a nonstandard flap approach.

(TASK F)

VII. AREA OF OPERATION: NORMAL AND ABNORMAL

PROCEDURES.

VIII. AREA OF OPERATION: EMERGENCY PROCEDURES.

IX. AREA OF OPERATION: POSTFLIGHT PROCEDURES.

A. After-landing procedures.

B. Parking and securing.

Removal of the “Limited to Center Thrust” Limitation

The removal of the “Limited to Center Thrust’ limitation at the airline

transport pilot certificate level requires an applicant to satisfactorily

perform the following AREAS OF OPERATION and TASKS from

FAA-S-8081-5D, Airline Transport Pilot and Aircraft Type Rating

Practical Test Standards—Airplane and also the following AREAS

OF OPERATION and TASKS from FAA-S-8081-12A, Commercial

Pilot Practical Test Standards—Airplane during the practical test in a

multiengine airplane that has a manufacturer’s published VMC speed.

From FAA-S-8081-5D, Airline Transport Pilot and Aircraft Type Rating

Practical Test Standards—Airplane:

• AREA OF OPERATION III: TAKE OFF AND DEPARTURE

PHASE

• TASK C: POWERPLANT FAILURE DURING TAKEOFF

• TASK D: REJECTED TAKEOFF
11 FAA-S-8081-5D

• AREA OF OPERATION IV: INFLIGHT MANEUVERS

• TASK C: POWERPLANT FAILURE-MULTIENGINE

AIRPLANE

• AREA OF OPERATION VI: LANDINGS AND APPROACHES TO

LANDINGS

• TASK C: APPROACH AND LANDING WITH (SIMULATED)

POWERPLANT FAILURE-MULTIENGINE

From FAA-S-8081-12A, Commercial Pilot Practical Test Standards—

Airplane:

• AREA OF OPERATION I: PREFLIGHT PREPARATION

• TASK F: PRINCIPLES OF FLIGHT-ENGINE

INOPERATIVE

• AREA OF OPERATION VIII: EMERGENCY OPERATIONS

• TASK C: ENGINE INOPERATIVE - LOSS OF

DIRECTIONAL CONTROL DEMONSTRATION

Note: A Flight simulator or flight training device representative of a

multiengine airplane, with a manufacturer’s published VMC speed, may

be used if used in accordance with a program approved for a 14 CFR

part 142 certificate holder.

Aircraft and Equipment Requirements for the Practical Test

The applicant is required to provide an appropriate and airworthy

aircraft for the practical test. Its operating limitations must not

prohibit the TASKS required on the practical test. Flight instruments

are those required for controlling the aircraft without outside

references. The aircraft must have radio equipment for

communications with air traffic control and the performance of

instrument approach procedures. If the aircraft/flight training

device/flight simulator has a GPS properly installed, the applicant

must demonstrate GPS approach proficiency.

NOTE: The practical test must be performed in actual or simulated

instrument conditions, unless the practical test cannot be

accomplished under instrument flight rules because the aircraft’s type

certificate makes the aircraft incapable of operating under instrument

flight rules.
FAA-S-8081-5D 12

Use of FAA-Approved Flight Simulator or Flight Training

Device

In the AREA OF OPERATION labeled “PREFLIGHT

PREPARATION,” the TASKS are knowledge only. These TASKS do

not require the use of a flight training device (FTD), flight simulator, or

an aircraft to accomplish, but they may be used.

Each inflight maneuver or procedure must be performed by the

applicant in an FTD, flight simulator, or an aircraft. Appendix 1 of this

practical test standard should be consulted to identify the maneuvers

or procedures that may be accomplished in an FTD or flight

simulator. The level of FTD or flight simulator required for each

maneuver or procedure will also be found in appendix 1.

When accomplished in an aircraft, certain TASK elements may be

accomplished through “simulated” actions in the interest of safety

and practicality, but when accomplished in an FTD or flight simulator,

these same actions would not be “simulated.” For example, when in

an aircraft, a simulated engine fire may be addressed by retarding the

throttle to idle, simulating the shutdown of the engine, simulating the

discharge of the fire suppression agent, and simulating the

disconnection 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

specific maneuver or procedure (such as limiting altitude in an

approach to stall, setting maximum airspeed for a rejected takeoff)

need not be taken when an FTD or a flight simulator is used.

It is important to understand that whether accomplished in an FTD, a

flight simulator, or the aircraft, all TASKS and TASK elements for

each maneuver 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 for

determining that the applicant meets the standards outlined in the

Objective of each TASK within the AREAS OF OPERATION, in the

practical test standard. The examiner shall meet this responsibility by

determining that the applicant's knowledge and skill meet the

Objective in all required TASKS.
13 FAA-S-8081-5D

The equipment examination must be closely coordinated and related

to the flight portion of the practical test, but must not be given during

the flight portion of the practical test. The equipment examination

should be administered prior (it may be the same day) to the flight

portion of the practical test. The examiner may accept written

evidence of the equipment exam if the exam is approved by the

Administrator and administered by an individual authorized by the

Administrator. The examiner shall use whatever means deemed

suitable to determine that the applicant's equipment knowledge meets

the standard.

The AREAS OF OPERATION in Section 2 contain TASKS which

include both “knowledge” and “skill” ELEMENTS. The examiner shall

ask the applicant to perform the skill ELEMENTS. Knowledge

ELEMENTS not evident in the demonstrated skills may be tested by

questioning, at anytime, during the flight event. Questioning in flight

should be used judiciously 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 the

applicant in the management of the aircraft, radio communications,

tuning and identifying navigational equipment, and using navigation

charts. If the examiner, other than an FAA Inspector, is qualified and

current 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, the

examiner shall perform crew resource management functions as

briefed and requested by the applicant.

SAFETY OF FLIGHT shall be the prime consideration at all times.

The examiner, applicant, and crew shall be constantly alert for other

traffic.

Satisfactory Performance

The ability of an applicant to safely perform the required TASKS is

based on:

1. performing the TASKS specified in the AREAS OF

OPERATION for the certificate or rating sought within the

approved standards;

2. demonstrating mastery of the aircraft with the successful

outcome of each TASK performed never seriously in doubt;
FAA-S-8081-5D 14

3. demonstrating satisfactory proficiency and competency within

the approved standards and single-pilot competence if the

aircraft is type certificated for single-pilot operations.

4. demonstrating sound judgment and crew resource

management.

Unsatisfactory Performance

Consistently exceeding tolerances stated in the TASK Objective, or

failure to take prompt, corrective action when tolerances are

exceeded, is indicative of unsatisfactory performance. The

tolerances represent the performance expected in good flying

conditions. Any action, or lack thereof, by the applicant which

requires corrective intervention by the examiner to maintain safe

flight shall be disqualifying. If the applicant fails the practical test

because of a special emphasis area, the Notice of Disapproval shall

indicate the associated TASK. i.e.: AREA OF OPERATION IV,

Approach to Stalls, failure to clear the area.

NOTE: It is vitally important that the applicant, safety pilot, and

examiner use proper and effective scanning techniques to observe all

other traffic in the area to ensure the area is clear before performing

any maneuvers.

If, in the judgment of the examiner, the applicant's performance of

any TASK is unsatisfactory, the associated AREA OF OPERATION

is failed and therefore the practical test is failed. Examiners shall not

repeat TASKS that have been attempted and failed. The examiner or

applicant may discontinue the test at any time after the failure of a

TASK, which makes the applicant ineligible for the certificate or

rating sought. The practical test will be continued only with the

consent of the applicant. In such cases, it is usually better for the

examiner to continue with the practical test to complete the other

TASKS. If the examiner determines that the entire practical test must

be repeated, the practical test should not be continued but should be

terminated immediately. If the practical test is either continued or

discontinued, the applicant is entitled to credit for those AREAS OF

OPERATION satisfactorily performed, if the remainder of the

practical test is completed within 60 days of when the practical test

was discontinued. However, during the retest and at the discretion of

the examiner, any AREA OF OPERATION may be reevaluated

including those previously passed. Whether the remaining parts of

the practical test are continued or not after a failure, a notice of

disapproval must be issued.
15 FAA-S-8081-5D

When the examiner determines that a TASK is incomplete, or the

outcome uncertain, the examiner may require the applicant to repeat

that TASK, or portions of that TASK. This provision has been made

in the interest of fairness and does not mean that instruction or

practice is permitted during the certification process. When practical,

the remaining TASKS of the practical test phase should be

completed before repeating the questionable TASK. If the second

attempt to perform a questionable TASK is not clearly satisfactory,

the examiner shall consider it unsatisfactory.

If the practical test must be terminated for unsatisfactory

performance and there are other AREAS OF OPERATION which

have not been tested or still need to be repeated, a notice of

disapproval shall be issued listing the specific AREAS OF

OPERATION which have not been successfully completed or tested.

When a practical test is discontinued for reasons other than

unsatisfactory performance (i.e., equipment failure, weather, illness),

FAA Form 8710-1, Airman Certificate and/or Rating Application, and,

if applicable, AC Form 8080-2, Airman Written Test Report, should be

returned to the applicant. The examiner at that time should prepare,

sign, and issue a Letter of Discontinuance to the applicant. The

Letter of Discontinuance should identify the portions of the practical

test that were successfully completed. The applicant shall be

advised that the Letter of Discontinuance must be presented to the

examiner, to receive credit for the items successfully completed,

when the practical test is resumed and made part of the certification

file.

Recording Unsatisfactory Performance

This practical test standard uses the terms “AREA OF OPERATION”

and “TASK” to denote areas in which competency must be

demonstrated. When a disapproval notice is issued, the examiner

must record the applicant's unsatisfactory performance in terms of

“AREA OF OPERATION” appropriate to the practical test conducted.

Crew Resource Management (CRM)

CRM “...refers to the effective use of all available resources; human

resources, hardware, and information.” Human resources “...includes

all other groups routinely working with the cockpit crew (or pilot) who

are involved in decisions that are required to operate a flight safely.

These groups include, but are not limited to: dispatchers, cabin

crewmembers, maintenance personnel, and air traffic controllers.”

CRM is not a single TASK. CRM is a set of competencies which
FAA-S-8081-5D 16

must be evident in all TASKS in this practical test standard as

applied to the single pilot or the multicrew operation. CRM

competencies, grouped into three clusters of observable behavior,

are:

1. COMMUNICATIONS PROCESSES AND DECISIONS

a. Briefing

b. Inquiry/Advocacy/Assertiveness

c. Self-Critique

d. Communication with available personnel resources

e. Decision making

2. BUILDING AND MAINTENANCE OF A FLIGHT TEAM

a. Leadership/Followership

b. Interpersonal Relationships

3. WORKLOAD MANAGEMENT AND SITUATIONAL

AWARENESS

a. Preparation/Planning

b. Vigilance

c. Workload Distribution

d. Distraction Avoidance

e. Wake Turbulence Avoidance

CRM deficiencies almost always contribute to the unsatisfactory

performance of a TASK. Therefore, the competencies provide an

extremely valuable vocabulary for debriefing. For debriefing purposes,

an amplified list of these 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 evaluations are still largely subjective. Certain CRM

competencies are well-suited to objective evaluation. These are the

CRM-related practices set forth in the aircraft manufacturer’s or the

operator’s FAA-approved operating or training manuals as explicit,

required procedures. Those 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 to

comply) with requirements.
17 FAA-S-8081-5D

How the Examiner Applies CRM

Examiners are required to exercise proper CRM competencies in

conducting tests, as well as expecting the same from applicants.

Pass/Fail judgments based solely on CRM issues must be carefully

chosen since they may be entirely subjective. Those Pass/Fail

judgments which are not subjective apply to CRM-related procedures

in FAA-approved operations manuals that must be accomplished,

such as briefings to other crewmembers. In such cases, the operator

(or the aircraft manufacturer) specifies what should be briefed and

when 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 to

resource management failures by the pilot/crew; fewer are due to

technical failures. Each applicant shall give a crew briefing before

each takeoff/departure and approach/landing. If the operator or

aircraft manufacturer has not specified a briefing, the briefing shall

cover the appropriate items, such as runway,

SID/DP/STAR/FMSP/IAP, power settings, speeds, abnormals or

emergency 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/departure and

approach/landing briefings are satisfactory, the examiner may allow

the applicant to brief only the changes, during the remainder of the

flight.

Applicant's Use of Checklists

Throughout the practical test, the applicant is evaluated on the use of

an appropriate checklist. Proper use is dependent on the specific

TASK being evaluated. The situation may be such that the use of the

checklist, while accomplishing elements of an Objective, would be

either unsafe or impractical, especially in a single-pilot operation. In

this case, a review of the checklist after the elements have been

accomplished would be appropriate. Use of a checklist should also

consider visual scanning and division of attention at all times.
FAA-S-8081-5D 18

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 to utilize proper control technique while

dividing attention both inside and outside the cockpit, the examiner

shall cause a realistic distraction during the flight portion of the

practical test to evaluate the applicant's ability to divide attention

while maintaining safe flight.

Metric Conversion Initiative

To assist the pilots in understanding and using the metric

measurement system, the practical test standard refers to the metric

equivalent of various altitudes throughout. The inclusion of meters is

intended to familiarize pilots with its use. The metric altimeter is

arranged in 10 meter increments; therefore, when converting from

feet to meters, the exact conversion, being too exact for practical

purposes, is rounded to the nearest 10 meter increment.
SECTION 1

PREFLIGHT PREPARATION
1-i FAA-S-8081-5D

SECTION 1 — PREFLIGHT PREPARATION

CONTENTS

AREA OF OPERATION

I. PREFLIGHT PREPARATION................................................1-1

A. EQUIPMENT EXAMINATION...........................................1-1

B. PERFORMANCE AND LIMITATIONS...............................1-2
1-1 FAA-S-8081-5D

I. AREA OF OPERATION: PREFLIGHT PREPARATION

A. TASK: EQUIPMENT EXAMINATION

REFERENCES: Part 61; POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge appropriate to the airplane;

its systems and components; its normal, abnormal, and

emergency procedures; and uses the correct terminology

with regard to the following items—

a. landing gear—indicators, float devices, brakes,

antiskid, tires, nose-wheel steering, and shock

absorbers.

b. 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.

c. propellers—type, controls, feathering/unfeathering,

autofeather, negative torque sensing, synchronizing,

and synchrophasing.

d. fuel system—capacity; drains; pumps; controls;

indicators; crossfeeding; transferring; jettison; fuel

grade, color and additives; fueling and defueling

procedures; and substitutions, if applicable.

e. oil system—capacity, grade, quantities, and

indicators.

f. hydraulic system—capacity, pumps, pressure,

reservoirs, grade, and regulators.

g. electrical system—alternators, generators, battery,

circuit breakers and protection devices, controls,

indicators, and external and auxiliary power sources

and ratings.

h. environmental systems—heating, cooling, ventilation,

oxygen and pressurization, controls, indicators, and

regulating devices.

i. avionics and communications—autopilot; flight

director; Electronic Flight Indicating Systems (EFIS);

Flight Management System(s) (FMS); Long Range

Navigation (LORAN) systems; Doppler Radar; Inertial

Navigation Systems (INS); Global Positioning

System (GPS/DGPS/WGPS); VOR, NDB, ILS/MLS,
FAA-S-8081-5D 1-2

RNAV systems and components; indicating devices;

transponder; and emergency locator transmitter.

j. ice protection—anti-ice, deice, pitot-static system

protection, propeller, windshield, wing and tail

surfaces.

k. crewmember and passenger equipment—oxygen

system, survival gear, emergency exits, evacuation

procedures and crew duties, and quick donning

oxygen mask for crewmembers and passengers.

l. flight controls—ailerons, elevator(s), rudder(s),

winglets, canards, control tabs, balance tabs,

stabilizer, flaps, spoilers, leading edge flaps/slats

and trim systems.

m. pitot-static system with associated instruments and

the power source for the flight instruments.

2. Exhibits adequate knowledge of the contents of the POH

or AFM with regard to the systems and components

listed in paragraph 1 (above); the Minimum Equipment

List (MEL), if appropriate; and the Operations

Specifications, if applicable.

B. TASK: PERFORMANCE AND LIMITATIONS

REFERENCES: Parts 1, 61, 91; AIM, POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of performance and

limitations, including a thorough knowledge of the

adverse effects of exceeding any limitation.

2. Demonstrates proficient use of (as appropriate to the

airplane) performance charts, tables, graphs, or other

data relating to items, such as—

a. accelerate-stop distance.

b. accelerate-go distance.

c. takeoff performance—all engines, engine(s)

inoperative.

d. climb performance including segmented climb

performance; with all engines operating—with one or

more engine(s) inoperative, and with other engine

malfunctions as may be appropriate.

e. service ceiling—all engines, engines(s) inoperative,

including drift down, if appropriate.

f. cruise performance.
1-3 FAA-S-8081-5D

g. fuel consumption, range, and endurance.

h. descent performance.

i. land and hold short operations (LAHSO).

j. go-around from rejected landings.

k. other performance data (appropriate to the airplane).

3. Describes (as appropriate to the airplane) the airspeeds

used during 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 load

condition (as specified by the examiner), including

adding, removing, or shifting weight.

6. Determines if the computed center-of-gravity is within the

forward and aft center-of-gravity limits, and that lateral

fuel balance is within limits for takeoff and landing.

7. Demonstrates good planning and knowledge of

procedures in applying operational factors affecting

airplane performance.
SECTION 2

PREFLIGHT PROCEDURES, INFLIGHT

MANEUVERS, AND POSTFLIGHT

PROCEDURES
2-i FAA-S-8081-5D

SECTION 2 — PREFLIGHT PROCEDURES, INFLIGHT

MANEUVERS, AND POSTFLIGHT PROCEDURES

CONTENTS

AREAS OF OPERATION

lI. PREFLIGHT PROCEDURES................................................... 2-1

A. PREFLIGHT INSPECTION................................................. 2-1

B. POWERPLANT START ..................................................... 2-3

C. TAXIING........................................................................... 2-3

D. PRETAKEOFF CHECKS ................................................... 2-4

III. TAKEOFF AND DEPARTURE PHASE..................................... 2-5

A. NORMAL AND CROSSWIND TAKEOFF............................. 2-5

B. INSTRUMENT TAKEOFF .................................................. 2-6

C. POWERPLANT FAILURE DURING TAKEOFF..................... 2-7

D. REJECTED TAKEOFF ...................................................... 2-8

E. DEPARTURE PROCEDURES............................................ 2-9

IV. INFLIGHT MANEUVERS.......................................................2-10

A. STEEP TURNS................................................................2-10

B. APPROACHES TO STALLS .............................................2-10

C. POWERPLANT FAILURE — MULTIENGINE

AIRPLANE.......................................................................2-12

D. POWERPLANT FAILURE — SINGLE-ENGINE

AIRPLANE.......................................................................2-13

E. SPECIFIC FLIGHT CHARACTERISTICS ...........................2-14

F. RECOVERY FROM UNUSUAL ATTITUDES.......................2-14

V. INSTRUMENT PROCEDURES...............................................2-15

A. STANDARD TERMINAL ARRIVAL/FLIGHT MANAGEMENT

SYSTEM PROCEDURES .................................................2-15

B. HOLDING ........................................................................2-16

C. PRECISION INSTRUMENT APPROACHES.......................2-17

D. NONPRECISION INSTRUMENT APPROACHES................2-19

E. CIRCLING APPROACH ....................................................2-21

F. MISSED APPROACH.......................................................2-22
FAA-S-8081-5D 2-ii

VI. LANDINGS AND APPROACHES TO LANDINGS ....................2-23

A. NORMAL AND CROSSWIND APPROACHES AND

LANDINGS ......................................................................2-23

B. LANDING FROM A PRECISION APPROACH....................2-24

C. APPROACH AND LANDING WITH (SIMULATED)

POWERPLANT FAILURE— MULTIENGINE AIRPLANE......2-25

D. LANDING FROM A CIRCLING APPROACH .......................2-26

E. REJECTED LANDING ......................................................2-27

F. LANDING FROM A NO FLAP OR A NONSTANDARD

FLAP APPROACH ...........................................................2-28

VII. NORMAL AND ABNORMAL PROCEDURES...........................2-29

VIII. EMERGENCY PROCEDURES..........................................2-30

IX. POSTFLIGHT PROCEDURES ...............................................2-31

A. AFTER-LANDING PROCEDURES.....................................2-31

B. PARKING AND SECURING ..............................................2-31

APPENDIX 1: TASK VS. SIMULATION DEVICE CREDIT

TASK VS. SIMULATION DEVICE CREDIT .............................. 1-1

USE OF CHART..................................................................... 1-1

FLIGHT SIMULATION DEVICE LEVEL.................................... 1-2
2-1 FAA-S-8081-5D

II. AREA OF OPERATION: PREFLIGHT PROCEDURES

A. TASK: PREFLIGHT INSPECTION

REFERENCES: Parts 61, 91; POH, AFM.

NOTE: If a flight engineer (FE) is a required crewmember for a

particular 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 of inspection items. On airplanes requiring an FE, an

applicant must demonstrate adequate 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 adequate 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 adequate knowledge of the operational status of

the airplane by locating and explaining the significance

and importance 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; and maintenance that may be performed

by the pilot or other designated crewmember.

3. Uses the approved checklist to inspect the airplane

externally and internally.

4. Uses the challenge-and-response (or other approved)

method with the other crewmember(s), where applicable,

to accomplish the checklist procedures.
FAA-S-8081-5D 2-2

5. Verifies the airplane is safe for flight by emphasizing (as

appropriate) 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, and servicing procedures.

c. oil quantity, grade, and type.

d. hydraulic fluid quantity, grade, type, and servicing

procedures.

e. oxygen quantity, pressures, servicing procedures,

and associated systems and equipment for crew

and passengers.

f. hull, landing gear, float devices, brakes, and

steering system.

g. tires for condition, inflation, and correct mounting,

where applicable.

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

and operation.

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.

6. Coordinates with ground crew and ensures adequate

clearance prior to moving any devices, such as door,

hatches, and flight control surfaces.

7. Complies with the provisions of the appropriate

Operations Specifications, if applicable, as they pertain

to the particular airplane and operation.

8. Demonstrates proper operation of all applicable airplane

systems.

9. Notes any discrepancies, determines if the airplane is

airworthy and safe for flight, or takes the proper

corrective action.

10. Checks the general area around the airplane for hazards

to the safety of the airplane and personnel.
2-3 FAA-S-8081-5D

B. TASK: POWERPLANT START

REFERENCES: 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 atmospheric conditions, normal and abnormal

starting limitations, and the proper 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

systematically following the approved checklist items for

the before-start, start, and after-start phases.

5. Demonstrates sound judgment and operating practices in

those instances where specific instructions or checklist

items are not published.

C. TASK: TAXIING

REFERENCES: Part 61; POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of safe taxi procedures (as

appropriate 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, this includes water taxiing, sailing, step taxi,

approaching a buoy, and docking.

3. Maintains proper spacing on other aircraft, obstructions,

and persons.

4. Accomplishes the applicable checklist items 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

critical areas, buoys, beacons, and other surface control

markings and lighting.
FAA-S-8081-5D 2-4

8. Maintains constant vigilance and airplane control during

taxi operation to prevent runway incursion.

D. TASK: PRETAKEOFF CHECKS

REFERENCES: Part 61; POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the pretakeoff checks

by stating the reason for checking the items outlined on

the approved 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; and the 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,

considering such factors as wind, density altitude,

weight, temperature, pressure altitude, and runway

condition and length.

7. Determines airspeeds/V-speeds and properly sets all

instrument references, flight director and autopilot

controls, and navigation and communications equipment.

8. Reviews procedures for emergency and abnormal

situations, which may be encountered during takeoff, and

states the corrective action required of the pilot in

command and other concerned crewmembers.

9. Obtains and correctly interprets the takeoff and departure

clearance as issued by ATC.
2-5 FAA-S-8081-5D

III. AREA OF OPERATION: TAKEOFF AND DEPARTURE

PHASE

A. TASK: NORMAL AND CROSSWIND TAKEOFF

REFERENCES: Part 61; POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of normal and crosswind

takeoffs and climbs including (as appropriate to the

airplane) airspeeds, configurations, and emergency/

abnormal procedures.

2. Notes any surface conditions, obstructions, aircraft

cleared for LAHSO, or other hazards that might hinder a

safe takeoff.

3. Verifies and correctly applies correction for the existing

wind component to the takeoff performance.

4. Completes required checks prior to starting takeoff to

verify the expected powerplant performance. Performs all

required pretakeoff checks as required by the appropriate

checklist items.

5. Aligns the airplane on the runway centerline.

6. Applies the controls correctly to maintain longitudinal

alignment on the centerline of the runway 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 are

maintained.

9. Adjusts the controls to attain the desired pitch attitude at

the predetermined 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,

gear and flap retractions, power adjustments, and other

required pilot-related activities at the required airspeed/Vspeeds 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

accomplishment of the appropriate checklist items.

13. Maintains the appropriate climb segment airspeed/Vspeeds.
FAA-S-8081-5D 2-6

14. Maintains the desired heading within ±5° and the desired

airspeed/V-speed within ±5 knots or the appropriate Vspeed range.

B. TASK: INSTRUMENT TAKEOFF

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of an instrument takeoff

with instrument meteorological conditions simulated at or

before reaching an altitude of 100 feet (30 meters) AGL.

If accomplished in a flight simulator, visibility should be

no greater than one-quarter (1/4) mile, or as specified by

operator specifications.

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, obstructions, and

other related factors that could adversely affect safety.

3. Accomplishes the appropriate checklist items to ensure

that the airplane systems applicable to the instrument

takeoff are operating properly.

4. Sets the applicable radios/flight instruments to the

desired setting prior to initiating the takeoff.

5. Applies the controls correctly to maintain longitudinal

alignment on the centerline of the runway prior to

initiating and during the takeoff.

6. Transitions smoothly and accurately from visual

meteorological conditions to actual or simulated

instrument meteorological conditions.

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).
2-7 FAA-S-8081-5D

C. TASK: POWERPLANT FAILURE DURING TAKEOFF

NOTE: In a multiengine airplane with published V1

, VR, and/or V2

speeds, the failure of the most critical powerplant should be

simulated at a point:

1. after V1

 and prior to V2, if in the opinion of the examiner,

it is appropriate 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 for which no V1

, VR, or V2 speeds are

published, the failure of the most critical powerplant should be

simulated at a point after reaching a minimum of VSSE and, if

accomplished in the aircraft, at an altitude not lower than 500 feet

AGL.

REFERENCES: Part 61; FAA-H-8083-3; AC 120-62; POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the procedures used

during 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, obstructions, and other related factors

that could adversely affect safety.

3. Completes required checks prior to starting takeoff to

verify the expected powerplant performance. Performs all

required pretakeoff checks as required by the appropriate

checklist items.

4. Aligns the airplane on the runway.

5. Applies the controls correctly to maintain longitudinal

alignment on the centerline of the runway prior to

initiating and during the takeoff.

6. Adjusts the powerplant controls as recommended by the

FAA-approved guidance for the existing conditions.

7. Single-Engine Airplanes: Establishes a power-off

descent approximately straight-ahead, if the powerplant

failure occurs after becoming airborne.
FAA-S-8081-5D 2-8

8. Continues the takeoff (in a multiengine airplane) if the

(simulated) powerplant failure occurs at a point where the

airplane 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, the desired heading within ±5°, desired

airspeed within ±5 knots, and, if appropriate for the

airplane, establishes a bank of approximately 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.

D. TASK: REJECTED TAKEOFF

REFERENCES: 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 adequate 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, obstructions, and aircraft cleared for

LAHSO that could affect takeoff performance and could

adversely affect safety.

3. Aligns the airplane on the runway centerline.

4. Performs all required pretakeoff checks as required by

the appropriate checklist items.

5. Adjusts the powerplant controls as recommended by the

FAA-approved guidance for the existing conditions.

6. Applies the controls correctly to maintain longitudinal

alignment on the centerline of the runway.

7. Aborts the takeoff if, in a single-engine airplane the

powerplant failure 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
2-9 FAA-S-8081-5D

initiated and the airplane can be safely stopped on the

remaining runway/stopway. If a flight simulator is not

used, the powerplant failure should 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, and other drag/braking devices, as appropriate,

maintaining positive control in such a manner as to bring

the airplane to a safe stop. Accomplishes the

appropriate powerplant failure or other procedures and/or

checklists as set forth in the POH or AFM.

E. TASK: DEPARTURE PROCEDURES

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM.

Objective. To determine that the applicant:

1. In actual or simulated instrument conditions, exhibits

adequate knowledge of DP’s, En Route Low and High

Altitude Charts, STARs, FMSP, and related

pilot/controller responsibilities.

2. Uses the current and appropriate navigation publications

for the proposed flight.

3. Selects and uses the appropriate communications

frequencies, and selects and identifies the navigation

aids associated with the proposed flight.

4. Performs the appropriate checklist items.

5. Establishes communications with ATC, using proper

phraseology.

6. Complies, in a timely manner, with all instructions and

airspace restrictions.

7. Exhibits adequate knowledge of two-way radio

communications failure procedures.

8. Intercepts, in a timely manner, all courses, radials, and

bearings 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 (30

meters); and accurately tracks a course, radial, or

bearing.

10. Conducts the departure phase to a point where, in the

opinion of the examiner, the transition to the en route

environment is complete.
FAA-S-8081-5D 2-10

IV. AREA OF OPERATION: INFLIGHT MANEUVERS

A. TASK: STEEP TURNS

REFERENCES: Part 61; AC 61-27; FSB Report; POH, AFM.

Objective. To determine that the applicant:

1. In actual or simulated instrument conditions, exhibits

adequate knowledge of steep turns (if applicable to the

airplane) and the 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

case lower than 3,000 feet (900 meters) AGL.

3. Establishes the recommended entry airspeed.

4. Rolls into a coordinated turn of 180° or 360° with a bank

of at least 45°. Maintains the bank angle within ±5° while

in smooth, stabilized flight.

5. Applies smooth coordinated pitch, bank, and power to

maintain the specified altitude within ±100 feet (30

meters) and the desired 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 straightand-level attitude or, at the discretion of the examiner,

reverses the direction of turn 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.

B. TASK: APPROACHES TO STALLS

REFERENCES: Part 61; FAA-H-8083-3; FSB Report; POH,

AFM.

THREE approaches to stall are required, as follows (unless

otherwise specified by the FSB Report):

1. One in the takeoff configuration (except where the

airplane uses only zero-flap takeoff configuration) or

approach configuration.

2. One in a clean configuration.
2-11 FAA-S-8081-5D

3. One in a landing configuration.

One of these approaches to a stall must be accomplished while in

a turn using a bank angle of 15 to 30°.

Objective. To determine that the applicant:

1. In actual or simulated instrument conditions exhibits

adequate knowledge of the factors, which influence stall

characteristics, including the use of various drag

configurations, power settings, pitch attitudes, weights,

and bank angles. Also, exhibits adequate knowledge of

the proper 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 (900 meters) AGL. When accomplished in

an FTD or flight simulator, the entry altitude may be at

low, intermediate, or high altitude as appropriate for the

airplane and the configuration, at the discretion of the

examiner.

3. Observes the area is clear of other aircraft prior to

accomplishing an approach to a stall.

4. While maintaining altitude, slowly establishes the pitch

attitude (using trim or elevator/stabilizer), bank angle,

and power setting that will induce stall at the desired

target airspeed.

5. Announces the first indication of an impending stall

(such as buffeting, stick shaker, decay of control

effectiveness, and any other cues related to the specific

airplane design characteristics) and initiates recovery or

as directed by the examiner (using maximum power or

as directed by the examiner).

6. Recovers to a reference airspeed, altitude and heading,

allowing only the acceptable altitude or airspeed loss,

and heading deviation.

7. Demonstrates smooth, positive control during entry,

approach to a stall, and recovery.
FAA-S-8081-5D 2-12

C. TASK: POWERPLANT FAILURE—MULTIENGINE

AIRPLANE

REFERENCES: Part 61; POH, AFM.

NOTE: When not in an FTD or a flight simulator, the feathering of

one propeller must be demonstrated in any multiengine airplane

equipped with propellers (includes turboprop), which can be safely

feathered and unfeathered while airborne. In a multiengine jet

airplane, 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 [900 meters] AGL) and in a position where a safe

landing can be made on 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 (900 meters) AGL,

simulated engine failure will be performed by setting the

powerplant controls to simulate zero-thrust. In the event propeller

cannot be unfeathered or 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 the examiner.

However, when conducted in an FTD, authorizations shall be

limited to shutdown, feathering, restart, and/or unfeathering

procedures only. See appendix 1.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the flight characteristics

and controllability associated with maneuvering with

powerplant(s) inoperative (as appropriate to the airplane).

2. Maintains positive airplane control. Establishes a bank

of approximately 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, and verifies

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.
2-13 FAA-S-8081-5D

7. Maintains desired altitude within ±100 feet (30 meters),

when a constant altitude is specified and is within the

capability of the airplane.

8. Maintains the desired airspeed within ±10 knots.

9. Maintains the desired heading within ±10° of the

specified heading.

10. Demonstrates proper powerplant restart procedures (if

appropriate) in accordance with FAA-approved

procedure/checklist or the manufacturer’s recommended

procedures and pertinent checklist items.

D. TASK: POWERPLANT FAILURE—SINGLE–ENGINE

AIRPLANE

REFERENCES: Part 61; FAA-H-8083-3; POH, AFM.

NOTE: No simulated powerplant failure shall be given by the

examiner in an airplane when an actual touchdown could not be

safely completed should it become necessary.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the flight characteristics,

approach and forced (emergency) landing procedures,

and related procedures to use in the event of a

powerplant failure (as appropriate 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

the performance 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.

7. Determines the cause for the simulated powerplant

failure (if altitude permits) and if a restart is a viable

option.

8. Uses configuration devices, such as landing gear and

flaps in a manner recommended by the manufacturer

and/or approved by the FAA.
FAA-S-8081-5D 2-14

E. TASK: SPECIFIC FLIGHT CHARACTERISTICS 

REFERENCES: Part 61; FSB Report; POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of specific flight

characteristics appropriate to the specific airplane, as

identified by the FSB Report, such as Dutch Rolls in a

Boeing 727 or Lear Jet.

2. Uses proper technique to enter into, operate within, and

recover from specific flight situations.

F. TASK: RECOVERY FROM UNUSUAL ATTITUDES

 REFERENCES: Part 61; AC 61-27; POH, AFM.

 Objective. To determine that the applicant:

1. Exhibits adequate knowledge of recovery from unusual

attitudes.

2. Recovers from nose-high unusual attitudes, using proper

pitch, bank, and power techniques.

3. Recovers from nose-low unusual attitudes, using proper

pitch, bank, and power techniques.
2-15 FAA-S-8081-5D

V. AREA OF OPERATION: INSTRUMENT PROCEDURES

NOTE: TASKS B through F are not required if the applicant holds a

private pilot or commercial pilot certificate and is seeking a type

rating limited to VFR.

A. TASK: STANDARD TERMINAL ARRIVAL/FLIGHT

MANAGEMENT SYSTEM PROCEDURES

REFERENCES: Part 61; POH, AFM, AIM; En Route Low and

High Altitude Charts, Profile Descent Charts, STAR’s/FMSP’s,

Instrument Approach Procedure Charts.

Objective. To determine that the applicant:

1. In actual or simulated instrument conditions, exhibits

adequate knowledge of En Route Low and High Altitude

Charts, STAR’s/FMSP’s, Instrument Approach

Procedure Charts, and related pilot and controller

responsibilities.

2. Uses the current and appropriate navigation publications

for the proposed flight.

3. Selects and correctly identifies all instrument

references, flight director and autopilot controls, and

navigation and communications equipment associated

with the arrival.

4. Performs the airplane checklist items appropriate to the

arrival.

5. Establishes communications with ATC, using proper

phraseology.

6. Complies, in a timely manner, with all ATC clearances,

instructions, and restrictions.

7. Exhibits adequate knowledge of two-way

communications failure procedures.

8. Intercepts, in a timely manner, all courses, radials, and

bearings appropriate to the procedure, route, ATC

clearance, or as directed by the examiner.

9. Adheres to airspeed restrictions and adjustments

required by regulations, 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°;
FAA-S-8081-5D 2-16

altitude within ±100 feet (30 meters); and accurately

tracks radials, courses, and bearings.

12. Complies with the provisions of the Profile Descent,

STAR, and other arrival procedures, as appropriate.

B. TASK: HOLDING

REFERENCES: Part 61; POH, AFM, AIM; En Route Low and

High Altitude Charts, STARs, FMSP, Instrument Approach

Procedure Charts.

Objective. To determine that the applicant:

1. In actual or simulated instrument conditions, exhibits

adequate knowledge of holding procedures for standard

and non-standard, published and non-published holding

patterns. If appropriate, demonstrates adequate

knowledge of holding endurance, including, but not

necessarily limited to, fuel on board, fuel flow while

holding, fuel required to alternate, etc.

2. Changes to the recommended holding airspeed

appropriate for the airplane and holding altitude, so as to

cross the holding 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 non-published 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 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 (30 meters), headings

within ±10°; and accurately tracks radials, courses, and

bearings.
2-17 FAA-S-8081-5D

C. TASK: PRECISION INSTRUMENT APPROACHES

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM; Instrument

Approach Procedure Charts.

NOTE: Two precision approaches, utilizing airplane NAVAID

equipment for centerline and glideslope guidance, must be

accomplished in simulated or actual instrument conditions to

DA/DH. At least one approach must be flown manually. 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 the discretion of the examiner.

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 to

touchdown or throughout the missed approach procedure. As the

markings on localizer/glide slope indicators vary, a one-quarter

scale deflection of either the localizer, or glide slope indicator is

when it is displaced one-fourth of the distance that it may be

deflected from the on glide slope or on localizer position.

Objective. To determine that the applicant:

1. Exhibits adequate 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

the proper communications phraseology and techniques,

either personally, or, if appropriate, directs co-pilot/safety

pilot to do so, as required for the phase 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 a clearance.

6. Establishes the appropriate airplane configuration and

airspeed/V-speed considering turbulence, wind shear,

microburst conditions, or other meteorological and

operating conditions.
FAA-S-8081-5D 2-18

Change 1 (02/07/01)

7. Completes the airplane checklist items 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

the desired altitude ±100 feet (30 meters), 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

status of ground and airplane navigation equipment used

for the approach.

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

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

and criteria.

11. Establishes a predetermined rate of descent at the point

where the electronic glide slope begins, which

approximates that required for the airplane to follow the

glide slope.

12. Maintains a stabilized final approach, from the Final

Approach Fix to Decision Height allowing no more than

one-quarter scale deflection of either the glide slope or

localizer indications and maintains the desired airspeed

within ±5 knots.

13. A missed approach or transition to a landing shall be

initiated at Decision Height.

14. Initiates immediately the missed approach when at the

DA/DH, and the required visual references for the runway

are not unmistakably visible and identifiable.

15. Transitions to a normal landing approach (missed

approach for seaplanes) only when the airplane is in a

position from which 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
2-19 FAA-S-8081-5D

descent from DA/DH to a point over the runway where

glide slope must be abandoned to accomplish a normal

landing.

D. TASK: NONPRECISION INSTRUMENT APPROACHES 

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM; Instrument

Approach Procedure Charts.

NOTE: The applicant must accomplish at least two nonprecision

approaches (one of which must include a procedure turn) in

simulated or actual weather conditions, using two different

approach systems. At least one nonprecision approach must be

flown manually without receiving radar vectors. The examiner will

select nonprecision approaches that are representative of that

which the applicant is likely to use. The choices must utilize two

different systems; i.e., NDB and one of the following: VOR, LOC,

LDA, GPS, or LORAN.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of nonprecision approach

procedures representative of those the applicant is likely

to use.

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

and uses proper communications phraseology and

techniques.

4. Complies with all clearances issued by ATC.

5. Advises ATC or the examiner any time the applicant is

unable to comply with a clearance.

6. Establishes the appropriate airplane configuration and

airspeed, and completes all applicable checklist items.

7. Maintains, prior to beginning the final approach segment,

the desired altitude ±100 feet (30 meters), the desired

airspeed ±10 knots, the desired heading ±5°; and

accurately tracks radials, courses, and bearings.

8. Selects, tunes, identifies, and monitors the operational

status of ground and airplane navigation equipment used

for the approach.

9. Applies the necessary adjustments to the published

Minimum Descent Altitude (MDA) and visibility criteria

for the airplane approach category when required, such

as—
FAA-S-8081-5D 2-20

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

and criteria.

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 a descent from MDA to a landing on the

intended runway can be made at a normal rate using

normal maneuvering.

11. Allows, while on the final approach segment, not more

than quarter-scale deflection of the Course Deviation

Indicator (CDI) or ±5° in the case of the RMI or bearing

pointer, and maintains airspeed within ±5 knots of that

desired.

12. Maintains the MDA, when reached, within -0, +50 feet (-

0, +15 meters) to the missed approach point.

13. Executes the missed approach 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.

NOTE: If TASK D, Nonprecision Instrument Approaches, the

second approach may be waived, if the applicant demonstrates a

high degree of proficiency on the first approach and the

applicant’s training records or instructor certification show that the

applicant has satisfactorily completed the nonprecision approach

training requirements. The instrument approaches are considered

to begin when the airplane is over the initial approach fix for the

procedure being used and end when the airplane touches down on

the runway or when transition to a missed approach configuration

is completed. Instrument conditions need NOT be simulated

below the minimum altitude for the approach being accomplished.
2-21 FAA-S-8081-5D

CHANGE 1 (02/07/01)

E. TASK: CIRCLING APPROACH

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM; Instrument

Approach Procedure Charts.

NOTE: Refer to the note on page 2 of the Introduction. (NOTE

Deleted)

Objective. To determine that the applicant:

1. Exhibits adequate 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

airplane maneuvering 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

prior to, a point from which a normal circle-to-land

maneuver can be accomplished.

6. Avoids descent below the appropriate circling MDA or

exceeding the visibility criteria until in a position from

which a descent to a normal landing can be made.

7. Maneuvers the airplane, after reaching the authorized

circling approach altitude, by visual references to

maintain a flightpath that permits a normal landing on a

runway at least 90° from the final approach course.

8. Performs the procedure without excessive maneuvering

and without 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 (-0,

+30 meters), heading/track within ±5°, the airspeed/Vspeed 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

and abnormal situations and procedures.

11. Turns in the appropriate direction, when a missed

approach is dictated during the circling approach, and

uses the correct procedure and airplane configuration.
FAA-S-8081-5D 2-22

12. Performs all procedures required for the circling approach

and airplane control in a smooth, positive, and timely

manner.

F. TASK: MISSED APPROACH

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM; Instrument

Approach Procedure Charts.

NOTE: The applicant must perform two missed approaches with

one being from a precision approach (ILS, MLS, or GPS). One

complete published missed approach must be accomplished.

Additionally, in multiengine airplanes, a missed approach must be

accomplished with one engine inoperative (or simulated

inoperative). The engine failure may be experienced anytime prior

to the initiation of the approach, during the approach, or during the

transition to the missed approach attitude and configuration.

Going below the MDA or DA/DH, as appropriate, prior to the

initiation of the missed approach shall be considered

unsatisfactory performance. However, satisfactory performance

may be concluded if the missed approach is properly initiated at

DA/DH and the airplane descends below DA/DH only because of

the momentum of the airplane transitioning from a stabilized

approach to a missed approach.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of missed approach

procedures associated with standard instrument

approaches.

2. Initiates the missed approach procedure promptly by the

timely 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

appropriate to the go-around procedure for the airplane

used.
2-23 FAA-S-8081-5D

7. Requests clearance, if appropriate, to the alternate

airport, another approach, a holding fix, or as directed by

the examiner.

8. Maintains the desired altitudes ±100 feet (30 meters),

airspeed ±5 knots, heading ±5°; and accurately tracks

courses, radials, and bearings.
FAA-S-8081-5D 2-24

VI. AREA OF OPERATION: LANDINGS AND APPROACHES TO

LANDINGS

NOTE: Notwithstanding the authorizations for the combining of

maneuvers and for the waiver of maneuvers, the applicant must

make at least three actual landings (one to a full stop). These

landings must include the types listed in this AREA OF

OPERATION; 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 (150 to 900 meters) past the

runway threshold, not to exceed one-third of the runway length, with

the runway centerline between the main gear. An amphibian type

rating shall 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 LANDINGS

REFERENCES: Part 61; FAA-H-8083-3; POH, AFM.

NOTE: In an airplane with a single powerplant, unless the

applicant holds a commercial pilot certificate, he or she must

accomplish three accuracy approaches and spot landings from an

altitude of 1,000 feet (300 meters) 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 (60 meters) of a designated line or point on the runway.

At least one landing must be from a forward slip. Although circular

approaches are acceptable, 180° approaches using two 90° turns

with a straight base leg are preferred.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of normal and crosswind

approaches and landings including recommended

approach angles, airspeeds, V-speeds, configurations,

performance limitations, wake turbulence, LAHSO, and

safety factors (as appropriate 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 and ATC or examiner instructions.
2-25 FAA-S-8081-5D

4. Verifies existing wind conditions, makes proper

correction for drift, 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

from final approach to touchdown.

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 a manner to bring the airplane to a safe stop.

9. Completes the applicable after-landing checklist items in

a timely manner and as recommended by the

manufacturer.

B. TASK: LANDING FROM A PRECISION APPROACH

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM.

NOTE: If circumstances beyond the control of the applicant

prevent an 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 a simulator, 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.

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

and localizer 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 meteorological

phenomena such as wind shear, microburst, and other

related safety of flight factors.

6. Accomplishes the appropriate checklist items.
FAA-S-8081-5D 2-26

7. Transitions smoothly from simulated instrument

meteorological conditions at a point designated by the

examiner, maintaining positive airplane control.

8. Accomplishes a smooth, positively controlled transition

from final 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 a manner to bring the airplane to a safe stop

after landing.

11. Completes the applicable after-landing checklist items in

a timely manner and as recommended by the

manufacturer.

C. TASK: APPROACH AND LANDING WITH (SIMULATED)

POWERPLANT FAILURE—MULTIENGINE

AIRPLANE

REFERENCES: Part 61; FAA-H-8083-3; POH, AFM.

NOTE: In airplanes with three powerplants, the applicant shall

follow a procedure (if approved) that approximates the loss of two

powerplants, the center and one outboard powerplant. In other

multiengine airplanes, the applicant shall follow a procedure,

which simulates the loss of 50 percent of available powerplants,

the loss being simulated on one side of the airplane.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the flight characteristics

and controllability associated with maneuvering to a

landing with (a) powerplant(s) inoperative (or simulated

inoperative) including the controllability factors

associated with maneuvering, and the applicable

emergency procedures.

2. Maintains positive airplane control. Establishes a bank

of approximately 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.
2-27 FAA-S-8081-5D

5. Follows the prescribed airplane checklist, and verifies

the procedures for securing the inoperative

powerplant(s).

6. Proceeds toward the nearest suitable airport.

7. Maintains, prior to beginning the final approach segment,

the desired altitude ±100 feet (30 meters), 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, and

meteorological 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

from final approach to touchdown.

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 a manner to bring the airplane to a safe stop

after landing.

13. Completes the applicable after-landing checklist items in

a timely manner, after clearing the runway, and as

recommended by the manufacturer.

D. TASK: LANDING FROM A CIRCLING APPROACH

REFERENCES: Part 61; AC 61-27; POH, AFM, AIM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of a landing from a circling

approach.

2. Selects, and complies with, a circling approach

procedure to a specified runway.

3. Considers the environmental, operational, and

meteorological factors 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

prior to, a point from which a normal circle-to-land

maneuver can be accomplished.
FAA-S-8081-5D 2-28

6. Avoids descent below the appropriate circling MDA or

exceeding the visibility criteria until in a position from

which a descent to a normal landing can be made.

7. Accomplishes the appropriate checklist items.

8. Maneuvers the airplane, after reaching the authorized

circling approach altitude, by visual references, to

maintain a flightpath that permits a normal landing on a

runway at least 90° from the final approach course.

9. Performs the maneuver without excessive maneuvering

and without 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 (+30, -

0 meters), heading within ±5°, and approach airspeed/Vspeed within ±5 knots.

11. Uses the appropriate airplane configuration for normal

and abnormal situations and procedures.

12. Performs all procedures required for the circling approach

and airplane control in a timely, smooth, and positive

manner.

13. Accomplishes a smooth, positively controlled transition

to final approach and touchdown or to a point where in

the opinion 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 a manner to bring the airplane to a safe stop.

16. Completes the appropriate after-landing checklist items,

after clearing the runway, in a timely manner and as

recommended by the manufacturer.

E. TASK: REJECTED LANDING

REFERENCES: Part 61; FAA-H-8083-3; AIM, POH, AFM; FSB

Report.

NOTE: The maneuver may be combined with instrument, circling,

or missed approach procedures, but instrument conditions need

not be simulated below 100 feet (30 meters) above the runway.

This maneuver should be initiated approximately 50 feet (15

meters) above the runway 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 is
2-29 FAA-S-8081-5D

accomplished 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 adequate knowledge of a rejected landing

procedure including the conditions that dictate a rejected

landing, the importance of a timely decision, LAHSO

considerations, the recommended airspeed/V-speeds,

and also 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

condition and establishes a pitch attitude necessary to

obtain the desired 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 checklist items in a timely

manner in accordance with approved procedures.

F. TASK: LANDING FROM A NO FLAP OR A NONSTANDARD

FLAP APPROACH

REFERENCES: Part 61; FAA-H-8083-3; FSB Report; POH,

AFM.

NOTE: This maneuver need not be accomplished for a particular

airplane type if the Administrator has determined that the

probability of 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 for the practical test.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the factors, which affect

the flight characteristics of an airplane when full or partial

flaps, leading edge flaps, and other similar devices

become inoperative.
FAA-S-8081-5D 2-30

2. Uses the correct airspeeds/V-speeds for the approach

and landing.

3. Maintains the proper airplane pitch attitude and flightpath

for the configuration, gross weight, surface winds, and

other applicable 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 full stop 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.
2-31 FAA-S-8081-5D

VII. AREA OF OPERATION: NORMAL AND ABNORMAL

PROCEDURES

REFERENCES: Part 61; POH, AFM.

Objective. To determine that the applicant:

1. Possesses adequate 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 the

examiner) 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.

h. automatic flight control system, electronic flight

instrument system, and related subsystems.

i. flight control systems.

j. anti-ice and deice systems.

k. airplane and personal emergency equipment, other

systems, subsystems, and devices specific to the

type airplane, including make, model, and series.
FAA-S-8081-5D 2-32

VIII. AREA OF OPERATION: EMERGENCY PROCEDURES

REFERENCES: Part 61; POH, AFM.

Objective. To determine that the applicant:

1. Possesses adequate knowledge of the emergency

procedures (as may be determined by the examiner)

relating to the particular airplane type.

2. Demonstrates the proper emergency procedures (as

must be determined by the examiner) relating to the

particular airplane type, including—

a. emergency descent (maximum rate).

b. inflight fire and smoke removal.

c. rapid decompression.

d. emergency evacuation.

e. others (as may be required by the AFM).

3. Demonstrates the proper procedure for any other

emergency outlined (as must be determined by the

examiner) in the appropriate approved AFM.
2-33 FAA-S-8081-5D

IX. AREA OF OPERATION: POSTFLIGHT PROCEDURES

A. TASK: AFTER-LANDING PROCEDURES

REFERENCES: POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate 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,

and persons.

4. Accomplishes the applicable checklist items and

performs 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

critical areas, and other surface control markings and

lighting to prevent a runway incursion.

8. Maintains constant vigilance and airplane control during

the taxi operation.

B. TASK: PARKING AND SECURING

REFERENCES: POH, AFM.

Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the parking, mooring,

docking, beaching, and the securing airplane procedures.

2. Demonstrates adequate knowledge of the airplane

forms/logs to record the flight time/discrepancies.
APPENDIX 1

TASK VS. SIMULATION DEVICE CREDIT
Appendix 1-1 FAA-S-8081-5D

APPENDIX 1—AIRPLANES

TASK 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 documentation for 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 (FTD’s), AC 120-45 (as amended), Airplane Flight Training Device

Qualification, will be used. For simulators, AC 120-40 (as amended), Airplane Simulator Qualification, will be used.

2. The FAA must approve the device for training, testing, and checking the specific TASKS listed in this appendix.

3. 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 CHART

X Creditable.

A Creditable if appropriate systems are installed and operating.

NOTE: 1. The airplane may be used for all tasks.

2. For the Airline Transport Pilot Certificate, not more than 50 percent of the maneuvers may be accomplished in an FTD or

simulator unless:

 a. each maneuver has been satisfactorily accomplished for an instructor in the appropriate airplane not less than three times, or

b. the applicant has logged not less than 1,500 hours of flight time as a pilot.

3. Level C simulators may be used as indicated only if the applicant meets established prerequisite experience requirements.

4. Training Devices below Level 4 may NOT be used for airplane type ratings.

5. Standards for and use of Level 1 Flight Training Devices have not been determined.
Appendix 1-2 FAA-S-8081-5D

FLIGHT TASK FLIGHT SIMULATION DEVICE LEVEL

Areas of Operation : Section Two 1 2 3 4 5 6 7 A B C D

II. Preflight Procedures

A. Preflight Inspection (Cockpit Only) A X A A X X X X X X

B. Powerplant Start A X A A X X X X X X

C. Taxiing X X

D. Pretakeoff Checks A X A A X X X X X X

III. Takeoff and Departure Phase

A. Normal and Crosswind Takeoff X X

B. Instrument Takeoff (Levels 3, 6, & 7 require a visual sys. X X X X X X X

approved in accordance with AC 120-40, as amended)

C. Powerplant Failure During Takeoff X X X X

D. Rejected Takeoff (Levels 3, 6, & 7 require a visual sys. X X X X X X X

approved in accordance with AC 120-40, as amended)

E. Departure Procedure X X X X X X X

IV. Inflight Maneuvers

A. Steep Turns X X X X X X X

B. Approaches to Stalls (Use of Levels 3, 6, & 7 require X X X X X X X

operational synthetic stall warning system)

C. Powerplant Failure—Multiengine Airplane X X X X

D. Powerplant Failure—Single-Engine Airplane X 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 1-3 FAA-S-8081-5D

FLIGHT TASK FLIGHT SIMULATION DEVICE LEVEL

Areas of Operation : Section Two 1 2 3 4 5 6 7 A B C D

V. Instrument Procedures

A. Standard Terminal Arrival/Flight Management System

Procedures for Arrivals X X X X X X X

B. Holding X X X X X X X

C1. Precision Instrument Approach (All Eng. Operating) A X A X X X X X X

(Autopilot/Manual Flt. Dir. Assist/Manual Raw Data)

(Levels 2 & 5 use limited to A/P coupled approach only)

C2. Precision Instrument Approach (One Eng. Inop.) X X X X

(Manual Flt. Dir. Asst/Manual Raw Data)

D. Nonprecision Instrument Approach (Not more than one A X A X X X X X X

authorized in a device less than Level A simulator)

(Levels 2 & 5 use limited to A/P coupled approach only)

E. Circling Approach (each appr. must be specifically auth.) X X X X

F1. Missed Approach (Normal) X X X X X X X

F2. Missed Approach (Powerplant Failure) X X X X

VI. Landings and Approaches to Landings

A. Normal and Crosswind Approaches and Landings X X

B. Landing From a Precision Approach X X

C. Approach and Landing with (Simulated) Powerplant

Failure—Multiengine Airplane X X

D. Landing From Circling Approach X X

E. Rejected Landing X X X X

F. Landing From a No Flap or a Nonstandard Flap Approach X X
Appendix 1-4 FAA-S-8081-5D

FLIGHT TASK FLIGHT SIMULATION DEVICE LEVEL

Areas of Operation : Section Two 1 2 3 4 5 6 7 A B C D

VII. Normal and Abnormal Procedures (*1) (*2)

A. Powerplant (including shutdown & restart) A X A A X X X X X X

B. Fuel System A X A A X X X X X X

C. Electrical System A X A A X X X X X X

D. Hydraulic System A X A A X X X X X X

E. Environmental and Pressurization Systems A X A A X X X X X X

F. Fire Detection and Extinguisher Systems A X A A X X X X X X

G. Navigation and Avionics Systems A X A A X X X X X X

H. Automatic Flight Control System, Electronic Flight A X A A X X X X X X

Instrument System, and Related Subsystems

I. Flight Control Systems X X X X

J. Anti-ice and Deice Systems A X A A X X X X X X

K. Aircraft and Personal Emergency Equipment A X A A X X X X X X

L. Others, as determined by make, model, or series A A X X X X X X

VIII. Emergency Procedures

A. Emergency Descent (Max. Rate) X X X X X X X

B. Inflight Fire and Smoke Removal A X A A X X X X X X

C. Rapid Decompression A X A A X X X X X X

D. Emergency Evacuation X X X X X X X

E. Others (as may be required by AFM) A X A A X X X X X X
Appendix 1-5 FAA-S-8081-5D

FLIGHT TASK FLIGHT SIMULATION DEVICE LEVEL

Areas of Operation : Section Two 1 2 3 4 5 6 7 A B C D

IX. Postflight Procedures

A. After-Landing Procedures A X A A X X X X X X

B. Parking and Securing A X A A 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.