Source: https://fr.scribd.com/document/77106946/FAA-S-8081-4E
Timestamp: 2019-05-21 14:35:32
Document Index: 801297882

Matched Legal Cases: ['art 141', 'art 142', 'art 141', 'art 142', 'art 61', 'art 61', 'art 91', 'arts 61', 'art 141', 'art 142', 'art 141', 'art 142', 'art 61', 'art 91', 'art 61', 'art 61', 'arts 61', 'arts 61', 'arts 61', 'arts 61', 'art 61', 'arts 61', 'arts 61', 'arts 61', 'arts 61', 'arts 61', 'art 61', 'art 61', 'art 142']

FAA-S-8081-4E | Instrument Flight Rules | Air Traffic Control
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Material in FAA-S-8081-4E will be effective January 2010. All previous editions of the Instrument RatingAirplane, Helicopter, Powered Lift Practical Test Standards will be obsolete as of this date.
Change 1 -- 2/5/2010 Added the following to pg 9 of the Introduction under Use of FAAApproved Flight Simulation Training Device (FSTD): In order to do so, such devices must be used pursuant to and in accordance with a curriculum approved for use at a 14 CFR part 141 pilot school or 14 CFR part 142 training center. Practical tests or portions thereof, when accomplished in an FSTD, may only be conducted by FAA aviation safety inspectors, designees authorized to conduct such tests in FSTDs for part 141 pilot school graduates, or appropriately authorized part 142 Training Center Evaluators (TCE). Change 2 3/16/2010 Introductionclarification of Aircraft and Equipment Required for the Practical Test VI. AREA OF OPERATION: Instrument Approach Procedures, TASK A. NONPRECISION APPROACH (NPA), NOTE clarification.
INTRODUCTION.................................................................................1 General Information......................................................................1 Practical Test Standard Concept..................................................2 Practical Test Book Description ...................................................2 Abbreviations................................................................................4 Use of the Practical Test Standards .............................................5 Use of the Judgment Assessment Matrix .....................................6 Special Emphasis Areas ..............................................................7 Aircraft and Equipment Required for the Practical Test ...............7 Use of FAA-Approved Flight Simulator or Flight Training Device ..........................................................................................9 Flight Instructor Responsibility ...................................................10 Examiner Responsibility .............................................................10 Satisfactory Performance ...........................................................11 Unsatisfactory Performance .......................................................11 Letter of Discontinuance.............................................................12 Single-Pilot Resource Management ...........................................13 1. Aeronautical Decision Making ......................................13 2. Risk Management.........................................................14 3. Task Management ........................................................14 4. Situational Awareness ..................................................15 5. Controlled Flight Into Terrain Awareness .....................15 6. Automation Management..............................................16 Crew Resource Management.....................................................16 Applicants Use of Checklists .....................................................16 Use of Distractions During Practical Tests .................................16 Positive Exchange of Flight Controls..........................................17 Emphasis on Attitude Instrument Flying and Emergency Instrument Procedures ...............................................................17 AREAS OF OPERATION CONTENTS.............................................1-i CHECKLISTS AND RATING TASK TABLE Applicants Practical Test Checklist.......................................... 1-iii Examiners Practical Test Checklist ..........................................1-v Rating Task Table ................................................................... 1-vii AREAS OF OPERATION I. II. III. IV. V. VI. Preflight Preparation...........................................................1-1 Preflight Procedures ...........................................................1-3 Air Traffic Control Clearances and Procedures ..................1-5 Flight by Reference to Instruments.....................................1-7 Navigation Systems............................................................1-8 Instrument Approach Procedures.......................................1-9
General Information The Flight Standards Service of the Federal Aviation Administration (FAA) has developed this practical test as the standard that shall be used by FAA examiners1 when conducting instrument ratingairplane, helicopter, and powered lift practical tests, and instrument proficiency checks for all aircraft. This practical test standard (PTS) shall also be used for the instrument portion of the commercial pilotairship practical test. Instructors are expected to use this PTS when preparing applicants for practical tests. Applicants should be familiar with this PTS and refer to these standards during their training. This PTS sets forth the practical test requirements for the addition of an instrument rating to a pilot certificate in airplanes, helicopters, and powered-lift aircraft. Information considered directive in nature is described in this PTS book 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 industry participants who contributed their time and talent in assisting with the revision of these practical test standards. This PTS may be purchased from the Superintendent of Documents, U.S. Government Printing Office (GPO), Washington, DC 20402-9325, or from http://bookstore.gpo.gov. This PTS is also available for download, in pdf format, from the Flight Standards Service web site at http://www.faa.gov/training_testing/testing/airmen/test_standards/. This PTS is published by the U.S. Department of Transportation, Federal Aviation Administration, Airman Testing Standards Branch, AFS-630, P.O. Box 25082, Oklahoma City, OK 73125. Comments regarding this handbook should be sent, in e-mail form, to AFS630comments@faa.gov.
The word examiner denotes either the FAA inspector, FAA designated pilot examiner, or other authorized person who conducts the practical test.
Practical Test Standard Concept Title 14 of the Code of Federal Regulations (14 CFR) part 61 specifies the areas in which knowledge and skill must be demonstrated by the applicant before the issuance of an instrument rating. The CFRs provide the flexibility to permit the FAA to publish practical test standards containing the AREAS OF OPERATION and specific TASKS in which pilot competency shall be demonstrated. The FAA will revise this PTS whenever it is determined that changes are needed in the interest of safety. Adherence to the provisions of the regulations and the practical test standards is mandatory for evaluation of instrument pilot applicants. Practical Test Book Description This test book contains the instrument rating practical test standards for airplane, helicopter, and powered lift. It also contains TASK requirements for the addition of airplane, helicopter, or powered lift, if an instrument rating is possessed by the applicant in at least one other aircraft category. Refer to the commercial pilotairship practical test standard to determine the instrument TASKS required for that practical test. Required TASKS for instrument proficiency checks (PC) are also contained in these practical test standards. 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 conduct the practical test in any sequence that results in a complete and efficient test; however, the ground portion of the practical test shall be accomplished before the flight portion. TASKS are titles of knowledge areas, flight procedures, or maneuvers appropriate to an AREA OF OPERATION. The applicant who holds an airplane, helicopter, or powered lift instrument rating will not have to take the entire test when applying for an added rating. The TASKS required for each additional instrument rating are shown in the Rating Task Table on page 1-vii. Applicants for an instrument proficiency check required by 14 CFR section 61.57 must perform to the standards of the TASKS listed in the guidance provided on page 1-vii. NOTE is used to emphasize special considerations required in the AREA OF OPERATION or TASK.
REFERENCE(S) identifies the publication(s) that describe(s) the TASK. Descriptions of TASKS are not included in the standards because this information can be found in the current issue of the listed references. Publications other than those listed may be used for references if their content conveys substantially the same meaning as the referenced publications. These practical test standards are based on the following references: 14 CFR Part 61 14 CFR Part 91 FAA-H-8083-3 FAA-H-8083-15 FAA-H-8083-21 FAA-H-8083-25 FAA-H-8261-1 AC 00-6 AC 00-45 AC 60-22 AC 60-28 AC 61-134 AC 61-84 AC 90-48 AC 90-94 Certification: Pilots, Flight Instructors, and Ground Instructors General Operating and Flight Rules Airplane Flying Handbook Instrument Flying Handbook Rotorcraft Flying Handbook Pilots Handbook of Aeronautical Knowledge Instrument Procedures Handbook Aviation Weather for Pilots and Flight Operations Personnel Aviation Weather Services Aeronautical Decision Making English Language Skill Standards Required by 14 CFR Parts 61, 63, and 65 General Aviation Controlled Flight into Terrain Awareness Role of Preflight Preparation Pilots Role in Collision Avoidance Guidelines for Using Global Positioning System Equipment for IFR En Route and Terminal Operations and for Nonprecision Instrument Approaches in the U.S. National Airspace System Crew Resource Management Training Aeronautical Information Manual Instrument Departure Procedures Standard Terminal Arrivals Airport Facility Directory National Flight Data Center Notices to Airmen Instrument Approach Procedures Pertinent Pilots Operating Handbooks FAA-approved flight manuals Enroute Low Altitude Charts
Abbreviations 14 CFR Title 14 of the Code of Federal Regulations AA Added RatingAirplane ADF Automatic Direction Finder ADM Aeronautical Decision Making AIRMETS Airmans Meteorological Information AM Automation Management APV Approach With Vertical Guidance ATC Air Traffic Control ATIS Automatic Terminal Information Service ATS Air Traffic Service CDI Course Deviation Indicator CFIT Controlled Flight into Terrain CRM Crew Resource Management DA/DH Decision Altitude/Decision Height DH Decision Height DME Distance Measuring Equipment DP Departure Procedures FAA Federal Aviation Administration FDC Flight Data Center FITS FAA-Industry Training Standards FMS Flight Management System FSDO Flight Standards District Office GLS GNSS Landing System GNSS Global Navigation Satellite System GPO Government Printing Office GPS Global Positioning System GPWS Ground Proximity Warning System HA Added RatingHelicopter HAT Height Above Terrain IA Instrument Airplane IAP Instrument Approach Procedures IFR Instrument Flight Rules IH Instrument Helicopter ILS Instrument Landing System IMC Instrument Meteorological Conditions LAHSO Land and Hold Short Operations LCD Liquid Crystal Display LDA Localizer-Type Directional Aid LED Light Emitting Diode LOC Localizer LORAN Long Range Navigation LNAV Lateral Navigation LPV Localizer Performance With Vertical Guidance MAP Missed Approach Point MDA Minimum Descent Attitude MLS Microwave Landing System NAVAID Navigation Aid NDB Nondirectional Beacon (Automatic Direction Finder) NOTAM Notice to Airmen
Nonprecision Approach National Weather Service Precision Approach Proficiency Check Powered Lift Added RatingPowered Lift Practical Test Standard Receiver Autonomous Integrity Monitoring Risk Management Radio Magnetic Indicator Area Navigation Required Navigation Performance/Authorization Required Situational Awareness Stability Augmentation System Simplified Directional Facility Significant Meteorological Advisory Single-Pilot Resource Management Standard Terminal Arrival Task Management Traffic Alert and Collision Avoidance System Visual Descent Point Very High Frequency Vertical Navigation Very High Frequency Ominidirectional Range
Use of the Practical Test Standards The instrument rating practical test standards are designed to evaluate competency in both knowledge and skill. The FAA requires that all practical tests be conducted in accordance with the appropriate practical test standards and the policies set forth in the INTRODUCTION. Instrument rating applicants shall be evaluated in ALL TASKS included in the AREAS OF OPERATION of the appropriate practical test standard (unless noted otherwise). In preparation for each practical test, the examiner shall develop a written plan of action for each practical test. The plan of action is a tool, for the sole use of the examiner, to be used in evaluating the applicant. The plan of action need not be grammatically correct or in any formal format. The plan of action must contain all of the required AREAS OF OPERATION and TASKS and any optional TASKS selected by the examiner. The plan of action will include a scenario that allows the evaluation of as many required AREAS OF OPERATION and TASKS as possible without disruption. During the mission the examiner interjects problems and emergencies which the applicant must manage. It should be structured so that most of the AREAS OF OPERATION and TASKS are accomplished within the mission. The examiner is afforded the flexibility to change the plan to accommodate unexpected situations as they arise. Some tasks (e.g., unusual attitudes) are not normally done during routine flight operations or may not fit into the scenario.
These maneuvers still must be demonstrated. It is preferable that these maneuvers be demonstrated after the scenario is completed. A practical test scenario can be suspended to do maneuvers, and then resumed if time and efficiency of the practical test so dictates. Any TASK selected for evaluation during a practical test shall be evaluated in its entirety. The examiner is not required to follow the precise order in which the AREAS OF OPERATION and TASKS appear in this book. The examiner may change the sequence or combine TASKS with similar Objectives to have an orderly and efficient flow of the practical test. For example, holding procedures may be combined with an approach or missed approach procedures if a holding entry is part of the procedure. The TASKS apply to airplanes, helicopters, powered lift, and airships. In certain instances, NOTES describe differences in the performance of a TASK by an airplane applicant, helicopter applicant, or powered lift applicant. When using the practical test standards, the examiner must evaluate the applicants knowledge and skill in sufficient depth to determine that the standards of performance listed for all TASKS are met. All TASKS in these practical test standards are required for the issuance of an instrument rating in airplanes, helicopters, and powered lift. However, when a particular element is not appropriate to the aircraft, its equipment, or operational capability, that element may be omitted. Examples of these element exceptions would be high altitude weather phenomena for helicopters, integrated flight systems for aircraft not so equipped, or other situations where the aircraft or operation is not compatible with the requirement of the element. Use of the Judgment Assessment Matrix Most fatal accidents include a lack of SRM skills (task management (TM), risk management (RM), automation management (AM), aeronautical decision making (ADM), controlled flight into terrain (CFIT), and situational awareness (SA)) as a causal factor. Consequently, examiners must evaluate the applicant to ensure that he or she has the appropriate level of these skills. A Judgment Assessment Matrix is provided as a tool to evaluate the applicants SRM skills objectively. The examiner will use the Judgment Assessment Matrix during the practical test. Since examiners give multiple tests, it is recommended that examiners make photocopies of the matrix.
Modern technology has introduced into aviation a new method of displaying flight instruments, such as Electronic Flight Instrument Systems, Integrated Flight Deck displays, and others. For the purpose of the practical test standards, any flight instrument display that utilizes liquid crystal display (LCD) or picture-tube-like displays will be referred to as Electronic Flight Instrument Display. Aircraft equipped with this technology may or may not have separate backup flight instruments installed. The abnormal or emergency procedure for loss of the electronic flight instrument display appropriate to the aircraft will be evaluated in the Loss of Primary Instruments TASK. The loss of the primary electronic flight instrument display must be tailored to failures that would normally be encountered in the aircraft. If the aircraft is capable, total failure of the electronic flight instrument display, or a supporting component, with access only to the standby flight instruments or backup display shall be evaluated. The applicant is required to provide an appropriate view limiting device that is acceptable to the examiner. This device shall be used during all testing that requires testing solely by reference to instruments. This device must prevent the applicant from having visual reference outside the aircraft, but not prevent the examiner from having visual reference outside the aircraft. A procedure should be established between the applicant and the examiner as to when and how this device should be donned and removed and this procedure briefed before the flight. The applicant is expected to utilize an autopilot and/or flight management system (FMS), if properly installed, during the instrument practical test to assist in the management of the aircraft. The examiner is expected to test the applicants knowledge of the systems that are installed and operative during the oral and flight portions of the practical test. The applicant will be required to demonstrate the use of the autopilot and/or FMS during one of the nonprecision approaches. The applicant is expected to demonstrate satisfactory automation management skills. If an applicant holds both single-engine and multiengine class ratings on a pilot certificate and takes the instrument rating practical test in a single-engine airplane, the certificate issued must bear the limitation Multiengine Limited to VFR Only. If the applicant takes the test in a multiengine airplane, the instrument privileges will be automatically conferred for the airplane single-engine rating. An applicant may accomplish an instrument-airplane rating practical test in a multiengine airplane that is limited to center thrust. There is no need to place the Limited to Center Thrust limitation on the applicants pilot certificate, provided the airplane multiengine land rating is not limited to center thrust. If the applicants airplane multiengine land rating is limited to center thrust then the limitation will already be on the pilot certificate.
Change 1 (2/5/2010) If the practical test is conducted in the aircraft, and the aircraft has an operable and properly installed GPS, the examiner will require and the applicant must demonstrate GPS approach proficiency. If the applicant has contracted for training in an approved course that includes GPS training in the system that is installed in the airplane/simulator/FTD and the airplane/simulator/FTD used for the checking/testing has the same system properly installed and operable, the applicant must demonstrate GPS approach proficiency. NOTE: If any avionics/navigation unit, including GPS, in the aircraft used for the practical test is placarded inoperative, the examiner will review the maintenance log to verify that the discrepancy has been properly documented. Use of FAA-Approved Flight Simulation Training Device (FSTD) An airman applicant for instrument rating certification is authorized to use a full flight simulator (FFS) qualified by the National Simulator Program as levels AD and/or a flight training device (FTD) qualified by the National Simulator Program as levels 47 to complete certain flight TASK requirements listed in this practical test standard. In order to do so, such devices must be used pursuant to and in accordance with a curriculum approved for use at a 14 CFR part 141 pilot school or 14 CFR part 142 training center. Practical tests or portions thereof, when accomplished in an FSTD, may only be conducted by FAA aviation safety inspectors, designees authorized to conduct such tests in FSTDs for part 141 pilot school graduates, or appropriately authorized part 142 Training Center Evaluators (TCE). When flight TASKS are accomplished in an aircraft, certain TASK elements may be accomplished through simulated actions in the interest of safety and practicality, but when accomplished in a flight simulator or flight training device, 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, if applicable, simulating the disconnection of associated electrical, hydraulic, and pneumatics systems. However, when the same emergency condition is addressed in a FSTD, 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 or setting maximum airspeed for an engine failure expected to result in a rejected takeoff) need not be taken when a FSTD is used.
It is important to understand that, whether accomplished in an aircraft or FSTD, all TASKS and elements for each maneuver or procedure shall have the same performance standards applied equally for determination of overall satisfactory performance. The applicant must demonstrate all of the instrument approach procedures required by 14 CFR part 61. At least one instrument approach procedure must be demonstrated in an airplane, helicopter, or powered lift as appropriate. One precision and one nonprecision approach not selected for actual flight demonstration may be performed in FSTDs that meet the requirements of Appendix 1 of this practical test standard. Flight Instructor Responsibility An appropriately rated flight instructor is responsible for training the instrument rating pilot applicant to acceptable standards in all subject matter areas, procedures, and maneuvers included in the TASKS within the appropriate instrument rating practical test standard. Because of the impact of their teaching activities in developing safe, proficient pilots, flight instructors should exhibit a high level of knowledge, skill, and the ability to impart that knowledge and skill to students. Additionally, the flight instructor must certify that the applicant is able to perform safely as an instrument pilot and is competent to pass the required practical test. Throughout the applicants training, the flight instructor is responsible for emphasizing the performance of effective visual scanning, collision avoidance, and runway incursion avoidance procedures. These areas are covered in part in AC 90-48, Pilots Role in Collision Avoidance; FAA-H-8083-3, Airplane Flying Handbook; FAA-H-8083-25, Pilots Handbook of Aeronautical Knowledge; and the Aeronautical Information Manual. Examiner Responsibility The examiner conducting the practical test is responsible for determining that the applicant meets the acceptable standards of knowledge and skill of each TASK within the appropriate practical test standard. Since there is no formal division between the oral and skill portions of the practical test, this becomes an ongoing process throughout the test. To avoid unnecessary distractions, oral questioning should be used judiciously at all times, especially during the flight portion of the practical test. Examiners shall test to the greatest extent practicable the applicants correlative abilities rather than mere rote enumeration of facts throughout the practical test.
If 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, practice, or the repeating of an unsatisfactory TASK is permitted during the certification process. During the flight portion of the practical test, the examiner shall evaluate the applicants use of visual scanning, and collision avoidance procedures, when appropriate. Except for takeoff and landing, all TASKS shall be conducted solely by reference to instruments under actual or simulated instrument flight conditions. The examiner may not assist the applicant in the management of the aircraft, radio communications, navigational equipment, and navigational charts. In the event the test is conducted in an aircraft operation requiring a crew of two, the examiner may assume the duties of the second in command. Helicopters certified for instrument flight rules (IFR) operations must be flown using two pilots or single pilot with an approved autopilot or a stability augmentation system (SAS). Therefore, when conducting practical tests in a helicopter (without autopilot, SAS, or copilot), examiners may act as an autopilot (e.g., hold heading and altitude), when requested, to allow applicants to tune radios, select charts, etc. Examiners may perform the same functions as an autopilot but should not act as a copilot performing more extensive duties. The examiner shall remain alert for other traffic at all times. The examiner shall use proper ATC terminology when simulating ATC clearances. Satisfactory Performance Satisfactory performance to meet the requirements for certification is based on the applicants ability to safely: 1. 2. 3. 4. 5. Perform the TASKS specified in the AREAS OF OPERATION for the certificate or rating sought within the approved standards; Demonstrate mastery of the aircraft with the successful outcome of each TASK performed never seriously in doubt; Demonstrate satisfactory proficiency and competency within the approved standards; Demonstrate sound judgment and ADM; and Demonstrate single-pilot competence if the aircraft is type certificated for single-pilot operations.
NOTE: The tolerances stated in this standard are intended to be used as a measurement of the applicants ability to operate in the instrument environment. They provide guidance for examiners to use in judging the applicants qualifications. The regulations governing the tolerances for operation under Instrument Flight Rules are established in 14 CFR part 91. The examiner or applicant may discontinue the test at any time when the failure of an AREA OF OPERATION makes the applicant ineligible for the certificate or rating sought. The test may be continued ONLY with the consent of the applicant. If the test is discontinued, the applicant is entitled credit for only those AREAS OF OPERATION and their associated TASKS satisfactorily performed. However, during the retest, and at the discretion of the examiner, any TASK may be reevaluated, including those previously passed. Typical areas of disqualification are: 1. 2. 3. 4. unsatisfactory performance and grounds for
When a notice of disapproval is issued, the examiner shall record the applicants unsatisfactory performance in terms of the AREA OF OPERATION not meeting the standard appropriate to the practical test conducted. The AREA(S) OF OPERATION not tested and the number of practical test failures shall also be recorded. Letter of Discontinuance When a practical test is discontinued for reasons other than unsatisfactory performance (e.g., equipment failure, weather, or illness), FAA Form 8710-1, Airman Certificate and/or Rating Application, and, if applicable, the Airman Knowledge Test Report shall be returned to the applicant. The examiner at that time shall prepare, sign, and issue a Letter of Discontinuance to the applicant. The Letter of Discontinuance should identify the AREAS OF OPERATION of the practical test that were successfully completed. The applicant shall be advised that the Letter of Discontinuance shall be presented to the examiner when the practical test is resumed, and made part of the certification file.
Single-Pilot Resource Management The examiner shall evaluate the applicants ability throughout the practical test to use good aeronautical decision-making procedures in order to evaluate risks. The examiner shall accomplish this requirement by developing a scenario that incorporate as many TASKS as possible to evaluate the applicants risk management in making safe aeronautical decisions. For example, the examiner may develop a scenario that incorporates weather decisions and performance planning. The applicants ability to utilize all the assets available in making a risk analysis to determine the safest course of action is essential for satisfactory performance. The scenario should be realistic and within the capabilities of the aircraft used for the practical test. Single-Pilot Resource Management (SRM) is defined as the art and science of managing all the resources (both on-board the aircraft and from outside sources) available to a single-pilot (prior and during flight) to ensure that the successful outcome of the flight is never in doubt. SRM available resources can include human resources, hardware, and information. Human resources ...includes all other groups routinely working with the pilot who are involved in decisions that are required to operate a flight safely. These groups include, but are not limited to: dispatchers, weather briefers, maintenance personnel, and air traffic controllers. SRM is a set of skill competencies that must be evident in all TASKS in this practical test standard as applied to single-pilot operation. The following six items are areas of SRM: 1. Aeronautical Decision Making
REFERENCES: FAA-H-8083-25, FITS document: Managing Risk through Scenario Based Training, Single Pilot Resource Management, and Learner Centered Grading. Objective. To determine the applicant can utilize risk management tools and models to assess the potential risk associated with the planned flight during preflight planning and while in flight. The applicant should: 1. 2. 3. 4. 5. 6. Explain the four fundamental risk elements associated with the flight being conducted in the given scenario and how each one was assessed. Use a tool, such as the PAVE checklist, to help assess the four risk elements. Use a personal checklist, such as the IMSAFE checklist, to determine personal risks. Use weather reports and forecasts to determine weather risks associated with the flight. Explain how to recognize risks and how mitigate those risks throughout the flight. Use the 5P model to assess the risks associated with each of the five factors.
Crew Resource Management Crew Resource Management (CRM) is the application of team management concepts in the flight deck environment. In the event the test is conducted in an aircraft operation requiring a crew of two, the examiner shall evaluate the applicants ability throughout the practical test to use good CRM. Applicants 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 impracticable, especially in a single-pilot operation. In this case, a review of the checklist after the elements have been accomplished would be appropriate. Division of attention and proper visual scanning should be considered when using a checklist. 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 pilots ability to utilize proper control technique while dividing attention both inside and/or outside the cockpit, the examiner shall cause a realistic distraction during the flight portion of the practical test to evaluate the applicants ability to divide attention while maintaining safe flight.
Positive Exchange of Flight Controls During flight, there must always be a clear understanding between pilots of who has control of the aircraft. Prior to flight, a briefing should be conducted that includes the procedure for the exchange of flight controls. A positive three-step process in the exchange of flight controls between pilots is a proven procedure and one that is strongly recommended. When one pilot wishes to give the other pilot control of the aircraft, he or she will say, You have the flight controls. The other pilot acknowledges immediately by saying, I have the flight controls. The first pilot again says You have the flight controls. When control is returned to the first pilot, follow the same procedure. A visual check is recommended to verify that the exchange has occurred. There should never be any doubt as to who is flying the aircraft. Emphasis on Attitude Instrument Flying and Emergency Instrument Procedures The FAA is concerned about numerous fatal aircraft accidents involving spatial disorientation of instrument-rated pilots who have attempted to control and maneuver their aircraft in clouds with inoperative primary flight instruments (gyroscopic heading and/or attitude indicators) or loss of the primary electronic flight instruments display. AREA OF OPERATION IV requires the evaluation of basic instrument flight maneuvers under both full-panel and references to backup primary flight instruments/electronic flight instrument displays. These maneuvers are described in detail in FAA-H-8083-15, Instrument Flying Handbook. Examiners should determine that the applicant demonstrates competency in either the PRIMARY AND SUPPORTING or the CONTROL AND PERFORMACE CONCEPT method of instrument flying. Both attitude instrument flying methods are described in FAA-H-8083-15 and either is recommended by the FAA because it requires specific knowledge and interpretation of each individual instrument during training. The FAA has stressed that it is imperative for instrument pilots to acquire and maintain adequate instrument skills and that they be capable of performing instrument flight with the use of the backup systems installed in the aircraft. Many light aircraft operated in IMC are not equipped with dual, independent, gyroscopic heading and/or attitude indicators and in many cases are equipped with only a single vacuum source. Technically advanced aircraft may be equipped with backup flight instruments or an additional electronic flight display that is not located directly in front of the pilot.
The instrument rating practical test standards place emphasis on and require the demonstrations of a nonprecision instrument approach without the use of the primary flight instruments or electronic flight instrument display. A nonprecision approach without the use of the primary flight instruments/electronic flight instrument display is considered one of the most demanding situations that could be encountered. If applicants can master this situation, they can successfully complete a less difficult precision approach. If an actual approach in IMC becomes necessary without the aid of the primary flight instruments/electronic flight instrument display, a less difficult precision approach should be requested, if available. Sound judgment would normally dictate such requests. However, the instrument practical test requires that a nonprecision approach be performed without the use of the primary flight instruments/electronic flight instrument display. Applicants may have an unfair advantage during performance of the TASK using the backup flight instruments during an instrument approach due to the location of the magnetic compass in some aircraft. When crosschecking the magnetic compass heading, a view of the runway or other visual clue may be sighted. It is the examiners responsibility to determine if the applicant is receiving visual clues from outside the cockpit. If an examiner suspects that the applicant is receiving visual clues, the examiner may devise other options to limit the applicants view. By no means shall the examiner limit his or her view as the safety pilot.
CHECKLISTS AND RATING TASK TABLE Applicants Practical Test Checklist............................................. 1-iii Examiners Practical Test Checklist ............................................. 1-v Rating Task Table ...................................................................... 1-vii AREAS OF OPERATION I. PREFLIGHT PREPARATION ...............................................1-1 A. Pilot Qualifications ..........................................................1-1 B. Weather Information .......................................................1-1 C. Cross-Country Flight Planning........................................1-2 II. PREFLIGHT PROCEDURES ................................................1-3 A. Aircraft Systems Related to IFR Operations...................1-3 B. Aircraft Flight Instruments and Navigation Equipment....1-3 C. Instrument Cockpit Check...............................................1-4 III. AIR TRAFFIC CONTROL CLEARANCES AND PROCEDURES .....................................................................1-5 A. Air Traffic Control Clearances......................................... 1-5 B. Compliance With Departure, En Route, and Arrival Procedures and Clearances ...........................................1-5 C. Holding Procedures ........................................................1-6 IV. FLIGHT BY REFERENCE TO INSTRUMENTS....................1-7 A. Basic Instrument Flight Maneuvers (IA, IH, PL, AA, HA, PLA, PC).........................................................................1-7 B. Recovery From Unusual Flight Attitudes ........................1-7 V. NAVIGATION SYSTEMS ......................................................1-8 A. Intercepting and Tracking Navigational Systems and DME Arcs.................................................................1-8 VI. INSTRUMENT APPROACH PROCEDURES .......................1-9 A. B. C. D. E. Nonprecision Approach (NPA)........................................1-9 Precision Approach (PA) ..............................................1-11 Missed Approach ..........................................................1-12 Circling Approach .........................................................1-13 Landing From a Straight-In or Circling Approach .........1-14
VII. EMERGENCY OPERATIONS.............................................1-15 A. Loss of Communications...............................................1-15 B. One Engine Inoperative During Straight-and-Level Flight and Turns (Multiengine Airplane) ........................1-15 C. One Engine InoperativeInstrument Approach (Multiengine Airplane) ...................................................1-16 D. Approach With Loss of Primary Flight Instrument Indicators ......................................................................................1-17 VIII. POSTFLIGHT PROCEDURES............................................1-18 A. Checking Instruments and Equipment ..........................1-18
APPLICANTS PRACTICAL TEST CHECKLIST APPOINTMENT WITH EXAMINER
EXAMINERS NAME ____________________________________ LOCATION ____________________________________________ DATE/TIME ____________________________________________
ACCEPTABLE AIRCRAFT View-Limiting Device Aircraft Documents: Airworthiness Certificate Registration Certificate Rating Limitations Aircraft Maintenance Records: Airworthiness Inspections PERSONAL EQUIPMENT Current Aeronautical Charts Computer and Plotter Flight Plan Form Flight Logs Current AIM PERSONAL RECORDS IdentificationPhoto/Signature ID Pilot Certificate Medical Certificate Completed FAA Form 8710-1, Application for an Airman Certificate and/or Rating, or IACRA equivalent Airman Knowledge Test Report or IACRA equivalent Logbook With Instructors Endorsement Notice of Disapproval or IACRA equivalent (if applicable) Approved School Graduation Certificate (if applicable) Examiners Fee (if applicable) Letter of Discontinuance or IACRA equivalent (if applicable)
EXAMINERS PRACTICAL TEST CHECKLIST
APPLICANTS NAME ____________________________________ LOCATION ____________________________________________ DATE/TIME ____________________________________________
VII. EMERGENCY OPERATIONS A. Loss of Communications B. One Engine Inoperative During Straight-and-Level Flight and Turns (Multiengine Airplane) C. One Engine InoperativeInstrument Approach (Multiengine Airplane) D. Loss of Primary Flight Instrument Indicators VIII. POSTFLIGHT PROCEDURES A. Checking Instruments and Equipment
LEGEND IA Instrumentairplane IH Instrumenthelicopter IPL Instrumentpowered lift IPC Instrumentproficiency check NOTE: Except as noted, all TASKS are required for initial issuance of an instrument rating. * TASK D, Circling Approach, is applicable only to the airplane category. ** TASKS B and C are applicable only to multiengine airplanes. Instrument Proficiency Check. 14 CFR part 61, section 61.57(d), sets forth the requirements for an instrument proficiency check. The person giving that check shall use the standards and procedures contained in this PTS when administering the check. A representative number of TASKS, as determined by the examiner/instructor, must be selected to assure the competence of the applicant to operate in the IFR environment. As a minimum, the applicant must demonstrate the ability to perform the TASKS as listed in the above chart. The person giving the check should develop a scenario that incorporates as many required tasks as practical to assess the pilots ADM and risk management skills during the IPC.
B. TASK: WEATHER INFORMATION REFERENCES: 14 CFR part 61; AC 00-6, AC 00-45; AIM. NOTE: Where current weather reports, forecasts, or other pertinent information is not available, this information will be simulated by the examiner in a manner that will adequately measure the applicants competence. Objective. To determine that the applicant: 1. Exhibits adequate knowledge of the elements related to aviation weather information by obtaining, reading, and analyzing the applicable items, such as a. b. c. d. e. f. g. h. i. j. k. 2. weather reports and forecasts. pilot and radar reports. surface analysis charts. radar summary charts. significant weather prognostics. winds and temperatures aloft. freezing level charts. stability charts. severe weather outlook charts. SIGMETs and AIRMETs. ATIS reports.
C. TASK: CROSS-COUNTRY FLIGHT PLANNING REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15, FAA-H-8083-25; AC 90-94; AFD; AIM. Objective. To determine that the applicant: 1. Exhibits adequate knowledge of the elements by presenting and explaining a preplanned cross-country flight, as previously assigned by the examiner (preplanning is at examiners discretion). It should be planned using actual weather reports/forecasts and conform to the regulatory requirements for instrument flight rules within the airspace in which the flight will be conducted. Exhibits adequate knowledge of the aircrafts performance capabilities by calculating the estimated time en route and total fuel requirement based upon factors, such as a. b. c. d. e. 3. power settings. operating altitude or flight level. wind. fuel reserve requirements. weight and balance limitations.
Selects and correctly interprets the current and applicable en route charts, instrument departure procedures (DPs), RNAV, STAR, and Standard Instrument Approach Procedure Charts (IAP). 4. Obtains and correctly interprets applicable NOTAM information. 5. Determines the calculated performance is within the aircrafts capability and operating limitations. 6. Completes and files a flight plan in a manner that accurately reflects the conditions of the proposed flight. (This flight plan is not required to be filed with ATC.) 7. Demonstrates adequate knowledge of GPS and RAIM capability, when aircraft is so equipped. 8. Demonstrates the ability to recognize wing contamination due to airframe icing. 9. Demonstrates adequate knowledge of the adverse effects of airframe icing during pretakeoff, takeoff, cruise, and landing phases of flight and corrective actions. 10. Demonstrates familiarity with any icing procedures and/or information published by the manufacturer that is specific to the aircraft used on the practical test.
B. TASK: AIRCRAFT FLIGHT INSTRUMENTS AND NAVIGATION EQUIPMENT REFERENCES: 14 CFR parts 61, 91; AC 61-27, AC 61-84, AC 90-48. Objective. To determine that the applicant: 1. Exhibits adequate knowledge of the elements related to applicable aircraft flight instrument system(s) and their operating characteristics to include a. b. c. d. e. f. g. h. i. j. k. l. pitot-static. altimeter. airspeed indicator. vertical speed indicator. attitude indicator. horizontal situation indicator. magnetic compass. turn-and-slip indicator/turn coordinator. heading indicator. electrical systems. vacuum systems. electronic flight instrument displays (PFD, MFD).
Exhibits adequate knowledge of the applicable aircraft navigation system(s) and their operating characteristics to include a. b. c. d. e. f. g. h. i. VOR. DME. ILS. marker beacon receiver/indicators. transponder/altitude encoding. ADF. GPS. FMS. autopilot.
C. TASK: INSTRUMENT COCKPIT CHECK REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15. Objective. To determine that the applicant: 1. Exhibits adequate knowledge of the elements related to preflighting instruments, avionics, and navigation equipment cockpit check by explaining the reasons for the check and how to detect possible defects. Performs the preflight on instruments, avionics, and navigation equipment cockpit check by following the checklist appropriate to the aircraft flown. Determines that the aircraft is in condition for safe instrument flight including a. b. communications equipment. navigation equipment, as appropriate to the aircraft flown. c. magnetic compass. d. heading indicator. e. attitude indicator. f. altimeter. g. turn-and-slip indicator/turn coordinator. h. vertical speed indicator. i. airspeed indicator. j. clock. k. power source for gyro instruments. l. pitot heat. m. electronic flight instrument display n. traffic awareness/warning/avoidance system. o. terrain awareness/warning/alert system. p. FMS. q. autopilot. 4. Notes any discrepancies and determines whether the aircraft is safe for instrument flight or requires maintenance.
Establishes two-way communications with the proper controlling agency, using proper phraseology. 6. Complies, in a timely manner, with all ATC instructions and airspace restrictions. 7. Exhibits adequate knowledge of communication failure procedures. 8. Intercepts, in a timely manner, all courses, radials, and bearings appropriate to the procedure, route, or clearance. 9. Maintains the applicable airspeed within 10 knots; headings within 10; altitude within 100 feet; and tracks a course, radial, or bearing within -scale deflection of the CDI. 10. Demonstrates an appropriate level of single-pilot resource management skills. C. TASK: HOLDING PROCEDURES REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; AIM. NOTE: Any reference to DME will be disregarded if the aircraft is not so equipped. Objective. To determine that the applicant: Exhibits adequate knowledge of the elements related to holding procedures. 2. Changes to the holding airspeed appropriate for the altitude or aircraft when 3 minutes or less from, but prior to arriving at, the holding fix. 3. Explains and uses an entry procedure that ensures the aircraft remains within the holding pattern airspace for a standard, nonstandard, published, or nonpublished holding pattern. 4. Recognizes arrival at the holding fix and initiates prompt entry into the holding pattern. 5. Complies with ATC reporting requirements. 6. Uses the proper timing criteria, where applicable, as required by altitude or ATC instructions. 7. Complies with pattern leg lengths when a DME distance is specified. 8. Uses proper wind correction procedures to maintain the desired pattern and to arrive over the fix as close as possible to a specified time. 9. Maintains the airspeed within 10 knots; altitude within 100 feet; headings within 10; and tracks a selected course, radial or bearing within -scale deflection of the CDI. 10. Uses MFD and other graphical navigation displays, if installed to monitor position in relation to the desired flightpath during holding. 11. Demonstrates an appropriate level of single-pilot resource management skills.
A. TASK: BASIC INSTRUMENT FLIGHT MANEUVERS (IA, IH, PL, AA, HA, PLA, PC) REFERENCES: 14 CFR part 61; FAA-H-8083-15. Objective. To determine the applicant can perform basic flight maneuvers. 1. Exhibits adequate knowledge of the elements related to attitude instrument flying during straight-and-level flight, climbs, turns, and descents while conducting various instrument flight procedures. Maintains altitude within 100 feet during level flight, headings within 10, airspeed within 10 knots, and bank angles within 5 during turns. Uses proper instrument crosscheck and interpretation, and apply the appropriate pitch, bank, power, and trim corrections when applicable.
A. TASK: INTERCEPTING AND TRACKING NAVIGATIONAL SYSTEMS AND DME ARCS REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; AIM. NOTE: Any reference to DME arcs, ADF, or GPS shall be disregarded if the aircraft is not equipped with these specified navigational systems. Objective. To determine that the applicant: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Exhibits adequate knowledge of the elements related to intercepting and tracking navigational systems and DME arcs. Tunes and correctly identifies the navigation facility. Sets and correctly orients the course to be intercepted into the course selector or correctly identifies the course on the RMI. Intercepts the specified course at a predetermined angle, inbound or outbound from a navigational facility. Maintains the airspeed within 10 knots, altitude within 100 feet, and selected headings within 5. Applies proper correction to maintain a course, allowing no more than -scale deflection of the CDI or within 10 in case of an RMI. Determines the aircraft position relative to the navigational facility or from a waypoint in the case of GPS. Intercepts a DME arc and maintain that arc within 1 nautical mile. Recognizes navigational receiver or facility failure, and when required, reports the failure to ATC. Uses MFD and other graphical navigation displays, if installed, to monitor position, track wind drift, and other parameters to intercept and maintain the desired flightpath.
Establishes the appropriate aircraft configuration and airspeed considering turbulence and wind shear, and completes the aircraft checklist items appropriate to the phase of the flight. 9. Maintains, prior to beginning the final approach segment, altitude within 100 feet, heading within 10 and allows less than -scale deflection of the CDI or within 10 in the case of an RMI, and maintains airspeed within 10 knots. 10. Applies the necessary adjustments to the published MDA and visibility criteria for the aircraft approach category when required, such as a. b. c. d. NOTAMs. inoperative aircraft and ground navigation equipment. inoperative visual aids associated with the landing environment. NWS reporting factors and criteria.
11. Establishes a stabilized approach profile with a rate of descent and track that will ensure arrival at the MDA prior to reaching the MAP. 12. Allows, while on the final approach segment, no more than a -scale deflection of the CDI or within 10 in case of an RMI, and maintains airspeed within 10 knots of that desired. 13. Maintains the MDA, when reached, within +100 feet, 0 feet to the MAP. 14. Executes the missed approach procedure when the required visual references for the intended runway are not distinctly visible and identifiable at the MAP. 15. Executes a normal landing from a straight-in or circling approach when instructed by the examiner. 16. Uses MFD and other graphical navigation displays, if installed, to monitor position, track wind drift and other parameters to maintain desired flightpath. 17. Demonstrates an appropriate level of single-pilot resource management skills.
B. TASK: PRECISION APPROACH (PA) REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM. NOTE: A precision approach, utilizing aircraft NAVAID equipment for centerline and vertical guidance, must be accomplished in simulated or actual instrument conditions to DA/DH. Objective. To determine that the applicant: Exhibits adequate knowledge of the precision instrument approach procedures. 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, 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 that 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. 7. Completes the aircraft 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, the desired airspeed within 10 knots, the desired heading within 10; 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. b. c. d. NOTAMs inoperative airplane and ground navigation equipment. inoperative visual aids associated with the landing environment. NWS reporting factors and criteria. 1.
12. Maintains a stabilized final approach, from the Final Approach Fix to DA/DH allowing no more than -scale deflection of either the glideslope or localizer indications and maintains the desired airspeed within 10 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 aircraft 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 glideslope within -scale deflection of the indicators during the visual descent from DA/DH to a point over the runway where glideslope must be abandoned to accomplish a normal landing. 17. Uses MFD and other graphical navigation displays, if installed, to monitor position, track wind drift and other parameters to maintain desired flightpath. 18. Demonstrates an appropriate level of single-pilot resource management skills. C. TASK: MISSED APPROACH REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM. Objective. To determine that the applicant: 1. 2. Exhibits adequate knowledge of the elements related to missed approach procedures associated with standard instrument approaches. Initiates the missed approach promptly by applying power, establishing a climb attitude, and reducing drag in accordance with the aircraft manufacturers recommendations. Reports to ATC beginning the missed approach procedure. Complies with the published or alternate missed approach procedure. Advises ATC or examiner anytime that the aircraft is unable to comply with a clearance, restriction, or climb gradient. Follows the recommended checklist items appropriate to the go-around procedure. Requests, if appropriate, ATC clearance to the alternate airport, clearance limit, or as directed by the examiner. Maintains the recommended airspeed within 10 knots; heading, course, or bearing within 10; and altitude(s) within 100 feet during the missed approach procedure.
Uses MFD and other graphical navigation displays, if installed, to monitor position and track to help navigate the missed approach. 10. Demonstrates an appropriate level of single-pilot resource management skills. D. TASK: CIRCLING APPROACH REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM. Objective. To determine that the applicant: 1. 2. 3. 4. 5. Exhibits adequate knowledge of the elements related to a circling approach procedure. Selects and complies with the appropriate circling approach procedure considering turbulence and wind shear and considering the maneuvering capabilities of the aircraft. Confirms the direction of traffic and adheres to all restrictions and instructions issued by ATC and the examiner. Does not exceed the visibility criteria or descend below the appropriate circling altitude until in a position from which a descent to a normal landing can be made. Maneuvers the aircraft, after reaching the authorized MDA and maintains that altitude within +100 feet, 0 feet and a flightpath that permits a normal landing on a runway. The runway selected must be such that it requires at least a 90 change of direction, from the final approach course, to align the aircraft for landing. Demonstrates an appropriate level of single-pilot resource management skills.
E. TASK: LANDING FROM A STRAIGHT-IN OR CIRCLING APPROACH REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; AIM. Objective. To determine that the applicant: 1. Exhibits adequate knowledge of the elements related to the pilots responsibilities, and the environmental, operational, and meteorological factors, which affect a landing from a straight-in or a circling, approach. Transitions at the DA/DH, MDA, or VDP to a visual flight condition, allowing for safe visual maneuvering and a normal landing. Adheres to all ATC (or examiner) advisories, such as NOTAMs, wind shear, wake turbulence, runway surface, braking conditions, and other operational considerations. Completes appropriate checklist items for the prelanding and landing phase. Maintains positive aircraft control throughout the complete landing maneuver. Demonstrates an appropriate level of single-pilot resource management skills.
Exhibits adequate knowledge of the procedures used if engine failure occurs during straight-and-level flight and turns while on instruments. Recognizes engine failure simulated by the examiner during straight-and-level flight and turns. Sets all engine controls, reduces drag, and identifies and verifies the inoperative engine. Establishes the best engine-inoperative airspeed and trims the aircraft. Verifies the accomplishment of prescribed checklist procedures for securing the inoperative engine. Establishes and maintains the recommended flight attitude, as necessary, for best performance during straight-and-level and turning flight. Attempts to determine the reason for the engine failure. Monitors all engine control functions and makes necessary adjustments. Maintains the specified altitude within 100 feet, (if within the aircrafts capability), airspeed within 10 knots, and the specified heading within 10. Assesses the aircrafts performance capability and decides an appropriate action to ensure a safe landing. Avoids loss of aircraft control, or attempted flight contrary to the engine-inoperative operating limitations of the aircraft. Demonstrates an appropriate level of single-pilot resource management skills.
C. TASK: ONE ENGINE INOPERATIVEINSTRUMENT APPROACH (MULTIENGINE AIRPLANE) REFERENCES: 14 CFR part 61; FAA-H-8083-3, FAA-H-8083-15; IAP. Objective. To determine that the applicant:
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. Exhibits adequate knowledge of the elements by explaining the procedures used during an instrument approach in a multiengine aircraft with one engine inoperative. Recognizes promptly engine failure simulated by the examiner. Sets all engine controls, reduces drag, and identifies and verifies the inoperative engine. Establishes the best engine-inoperative airspeed and trims the aircraft. Verifies the accomplishment of prescribed checklist procedures for securing the inoperative engine. Establishes and maintains the recommended flight attitude and configuration for the best performance for all maneuvering necessary for the instrument approach procedures. Attempts to determine the reason for the engine failure. Monitors all engine control functions and makes necessary adjustments. Requests and receives an actual or a simulated ATC clearance for an instrument approach. Follows the actual or a simulated ATC clearance for an instrument approach. Establishes a rate of descent that will ensure arrival at the MDA/DH prior to reaching the MAP with the aircraft continuously in a position from which descent to a landing on the intended runway can be made straight in or circling. Maintains, where applicable, the specified altitude within 100 feet, the airspeed within 10 knots if within the aircrafts capability, and the heading within 10. Sets the navigation and communication equipment used during the approach and uses the proper communications technique. Avoids loss of aircraft control, or attempted flight contrary to the engine-inoperative operating limitations of the aircraft. Uses MFD and other graphical navigation displays, if installed, to monitor position and track to help navigate the approach. Complies with the published criteria for the aircraft approach category when circling. Allows, while on final approach segment, no more than -scale deflection of either the localizer or glideslope or GPS indications, or within 10 or -scale deflection of the nonprecision final approach course. Completes a safe landing. Demonstrates an appropriate level of single-pilot resource management skills.
Postflight Procedures means closing flight plans, checking for discrepancies and malfunctions, and noting them on a log or maintenance form.
FAA-S-8081-4E A1-2 II. Preflight Procedures C. Instrument Cockpit Check III. Air Traffic Control Clearances and Procedures A. Air Traffic Control Clearances B. Departure, En Route and Arrival Clearances C. Holding Procedures IV. Flight by Reference to Instruments A. Basic Instrument Flight Maneuvers B. Recovery from Unusual Flight Attitudes V. Navigation Systems A. Intercepting and Tracking Navigational Systems and DME ARCS VI. Instrument Approach Procedures A. Nonprecision Approach (NPA B. Precision Approach (PA) C. Missed Approach D. Circling Approach E. Landing from a Straight-in or Circling Approach VII. Emergency Operations A. Loss of Communications B. One Engine Inoperative during Straight-and-Level Flight and Turns (Multiengine Airplane) C. One Engine InoperativeInstrument Approach (Multiengine Airplane) D. Loss of Gyro Attitude and/or Heading Indicators VIII. Postflight Procedures A. Checking Instruments and Equipment * Aircraft required for those items that cannot be checked using an FSTD
TASK VS. TRAINING DEVICE CREDIT (Other Training Devices) Examiners conducting the instrument rating practical tests with training devices, other than flight simulation training devices, should consult appropriate documentation to ensure that the device has been approved for training, testing, or checking, and assigned the appropriate qualification level in accordance with the requirements of 14 CFR part 61. The FAA must approve the device for training, testing, and checking the specific flight TASKS listed in this appendix. The device must continue to support the level of student or applicant performance required by this practical test standard. If a training device issued for the practical test, the instrument approach procedures conducted in that training device are limited to one precision and one nonprecision approach procedure.
Devices other than Flight Simulation Training Devices are not usable for training, testing, or checking in programs approved under 14 CFR part 142. USE OF CHART X A Creditable Creditable if appropriate systems are installed and operating
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 practical test standard, including all NOTES, must also be incorporated for accurate training device use. Postflight Procedures means closing flight plans, checking for discrepancies and malfunctions, and noting them on a log or maintenance form.
Areas of Operation A A A __ __ __ A __ __ __ __ __ __ __ __ __ A A __ __ __ __ __ __ __ __ __ A __ __ X __ X X X X __ __ X X __ __ X A __ __ X X X A X 1 2 3
TRAINING DEVICE LEVEL
X X X X X X X X X X ** __ X X __ X X
FAA-S-8081-4E A2-2 II. Preflight Procedures C. Instrument Cockpit Check * III. Air Traffic Control Clearances and Procedures A. Air Traffic Control Clearances * B. Departure, En Route and Arrival Clearances * C. Holding Procedures IV. Flight by Reference to Instruments A. Basic Instrument Flight Maneuvers B. Recovery from Unusual Flight Attitudes V. Navigation Systems A. Intercepting and Tracking Navigational Systems and DME ARCS VI. Instrument Approach Procedures A. Nonprecision Approach (NPA B. Precision Approach (PA) C. Missed Approach D. Circling Approach E. Landing from a Straight-in or Circling Approach VII. Emergency Operations A. Loss of Communications B. One Engine Inoperative during Straight-and-Level Flight and Turns (Multiengine Airplane) C. One Engine InoperativeInstrument Approach (Multiengine Airplane) D. Loss of Gyro Attitude and/or Heading Indicators VIII. Postflight Procedures A. Checking Instruments and Equipment * Aircraft required for those items that cannot be checked using other training devices. ** Device must have a specific authorization for a circling approach procedure.
Purpose of the Assessment To measure the applicants resource management and judgment skills during the Instrument Pilot practical test Directions for Completion of the Assessment 1) For each Area of Operation in the Instrument PTS, the applicant can take either an unacceptable or acceptable course of action for the task being evaluated. The examiner should judge use of resource management for each of the resource management areas. 2) For each Area of Operation, mark the column for the course of action that best describes the applicants decision during that phase of the evaluation. In order to pass, all decisions made by the applicant must be acceptable. Definitions of Resource Management Areas Aeronautical Decision Making (ADM)a systematic approach to the mental process of evaluating a given set of circumstances and determining the best course of action. Risk Management (RM)an aeronautical decision-making process designed to systematically identify hazards, assess the degree of risk, and determine the best course of action. Task Management (TM)the process pilots use to manage the many concurrent tasks involved in safely operating an aircraft. Automation Management (AM)the demonstrated ability to control and navigate an aircraft by correctly managing its automated systems. It includes understanding whether and when to use automated systems, including, but not limited, to the GPS or the autopilot. Controlled Flight Into Terrain Awareness (CFIT)the demonstrated awareness of relation to obstacles and terrain. Situational Awareness (SA)the use of the resource management elements listed above to develop and maintain an accurate perception and understanding of all factors and conditions related to pilot, aircraft, environment, and external pressures that affect safety before, during, and after the flight. Reference: FAA-H-8083-9A, Appendix E-1
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