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 applicant's 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.
Special Emphasis Areas Examiners shall place special emphasis upon areas of aircraft operations considered critical to flight safety. Among these are:
1. positive aircraft control;
2. positive exchange of the flight controls procedure (who is flying the aircraft);
3. stall/spin awareness;
4. collision avoidance;
5. wake turbulence avoidance;
6. LAHSO;
7. runway incursion avoidance;
8. CFIT;
9. ADM and risk management;
10. checklist usage; and
11. 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 evaluated during the practical test.
Practical Test Prerequisites: Instrument Rating An applicant for an instrument rating practical test is required by 14 CFR part 61 to:
1. hold at least a current private pilot certificate with an aircraft rating appropriate to the instrument rating sought;
2. pass the appropriate instrument rating knowledge test since the beginning of the 24th month before the month in which the practical test is taken;
FAA-S-8081-4D 6
3. obtain the applicable training and aeronautical experience prescribed for the instrument rating sought;
4. be able to read, speak, write, and understand the English language; and
5. obtain a written statement from an authorized flight instructor certifying that the applicant has been given flight training in preparation for the practical test within 60 days preceding the date of application. The statement shall also state that the instructor finds the applicant competent to pass the practical test and that the applicant has satisfactory knowledge of the subject area(s) in which a deficiency was indicated by the Airman Knowledge Test Report.
If there are questions concerning English language requirements, refer to AC 60-28, English Language Skill Standards Required by 14 CFR parts 61, 63, and 65, or your local FSDO. English language requirements should be determined to be met prior to beginning the practical test.
Aircraft and Equipment Required for the Practical Test The instrument rating applicant is required by 14 CFR part 61 to provide an airworthy, certificated aircraft for use during 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 required radio equipment is that which is necessary for communications with ATC, and for the performance of two of the following nonprecision approaches: VOR, NDB, GPS, LOC, LDA, SDF, or RNAV and one precision approach:
ILS, GLS, or MLS. GPS equipment must be instrument certified and contain the current database. Note: APV approaches may be substituted only for nonprecision approaches in this standard. An APV approach shall not be used in lieu of the required precision approach.
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 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.
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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 applicant’s 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.
If the practical test is conducted in the aircraft, and the aircraft has an operable and properly installed GPS, the applicant must demonstrate GPS approach proficiency when asked. 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. When a practical test is conducted for a 14 CFR part 135 operator, the operator’s approved training program is the controlling authority.
To obtain an instrument rating with multiengine privileges, an applicant must demonstrate competency in a multiengine airplane not limited to center thrust. The multiengine airplane that is used to obtain unlimited multiengine privileges must have a published V MC speed established by the manufacturer, and produce an asymmetrical thrust configuration with the loss of one or more engines. If an instrument flight test is conducted in a multiengine airplane limited to center thrust, a limitation shall be placed on the applicant’s certificate: INSTRUMENT RATING, AIRPLANE MULTIENGINE, LIMITED TO CENTER THRUST.
Use of FAA-Approved Flight Simulator or Flight Training Device An airman applicant for instrument rating certification is authorized to use an FAA-qualified and approved flight simulator or flight training device, to complete certain flight TASK requirements listed in this practical test standard.
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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 disconnect of associated electrical, hydraulic, and pneumatics systems. However, when the same emergency condition is addressed in a flight simulator or flight training device, 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 flight simulator or flight training device is used.
It is important to understand that whether accomplished in an aircraft, flight simulator, or flight training device, 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 flight simulators or flight training devices 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.
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Throughout the applicant's trai ning, the flight instruct or is responsible for emphasizing the performance of effe ctive visual scanning, collision avoidance, and runway incursion av oidance procedures. These areas are covered, in part, in AC 90-48, Pilot' s Role in Collision Avoidance; FAA-H- 8083-3, Airplane Flying Handbook; F AA-H-8083-25, Pilot's Handbook of Aeronautical Knowledge; and the Aeronautical Information Manual.
Examiner1 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 applicant’s 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 applicant’s 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 IFR operations must be flown using two pilots or single pilot with an approved autopilot or a 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.
The word “examiner” is used throughout the standard to denote either the FAA inspector or FAA designated pilot examiner who conducts an official practical test.
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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 applicant’s ability to safely:
1. perform the TASKs specified in the AREAS OF OPERATION for the certificate or rating sought within the approved standards;
2. demonstrate mastery of the aircraft with the successful outcome of each TASK performed never seriously in doubt;
3. demonstrate satisfactory prof iciency and competency within the approved standards;
4. demonstrate sound judgment and ADM; and
5. demonstrate single-pilot competence if the aircraft is type certificated for single-pilot operations.
Unsatisfactory Performance The tolerances represent the performance expected in good flying conditions. If, in the judgment of the examiner, the applicant does not meet the standards of performance of any TASK performed, the associated AREA OF OPERATION is failed and therefore, the practical test is failed.
Note: The tolerances stated in this standard are intended to be used as a measurement of the applicant’s ability to operate in the instrument environment. They provide guidance for examiners to use in judging the applicant’s 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 re evaluated, including those previously passed.
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Typical areas of unsatisfactory performance and grounds for disqualification are:
1. Any action or lack of action by the applicant that requires corrective intervention by the examiner to maintain safe flight.
2. Failure to use proper and effective visual scanning techniques, when applicable, to clear the area before and while performing maneuvers.
3. Consistently exceeding tolerances stated in the Objectives.
4. Failure to take prompt corrective action when tolerances are exceeded.
When a notice of disapproval is issued, the examiner shall record the applicant’s unsatisfactory performance in terms of the AREA OF OPERATION and specific TASK(s) not meeting the standard appropriate to the practical test conducted. The AREA(s) OF OPERATION/TASK(s) not tested and the number of practical test failures shall also be recorded. If the applicant fails the practical test because of a special emphasis area, the Notice of Disapproval shall indicate the associated TASK. For example, AREA OF OPERATION VI, TASK E, Landing From a Straight-in or Circling Approach, failure to avoid runway incursion.
Letter of Discontinuance When a practical test is discontinued for reasons other than unsatisfactory performance (i.e., equipment failure, weather, or illness) FAA Form 8700-1, 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 and their associated TASKs 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.
Aeronautical Decision Making And Risk Management The examiner shall evaluate t he applicant’s ability throughout the practical test to use good aeronaut ical decision making procedures in order to evaluate risks. The examiner shall accomplish this requirement by developing scenario s that incorporate as many TASKs as possible to evaluat e the applicants risk management in making safe aeronautical decisions. For example, the examiner may develop a scenario that inco rporates weather decisions and performance planning.
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The applicant’s 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 scenarios should be realistic and within the capabilities of the aircraft used for the practical test.
Single-Pilot Resource Management Single-Pilot Resource Management refers to the effective use of ALL available resources: human resources, hardware, and information. It is similar to Crew Resource Management (CRM) procedures that are being emphasized in multi-crewmember operations except that only one crewmember (the pilot) is involved. 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.” Pilot Resource Management is not a single TASK; it is a set of skill competencies that must be evident in all TASKs in this practical test standard as applied to single-pilot operation.
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 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 pilot's 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 applicant's ability to divide attention while maintaining safe flight.
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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. Either attitude instrument flying method is described in FAA-H- 8083-15 and 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 singlevacuum 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.
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The instrument rating practical test standards place emphasis on and requires 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 examiner’s responsibility to determine if the applicant is receiving visual clues from outside the cockpit. If an examiner feels that the applicant is receiving visual clues, the examiner may devise other options to limit the applicant’s view. By no means shall the examiner limit his or her view as the safety pilot.
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RATING TASK TABLE
ADDITIONAL INSTRUMENT RATING DESIRED AREA OF
OPERATION Required TASKS are indicated by either the TASK letter(s) that apply(s) or an indication that all or none of the TASKS must be tested.
IA IH IPL IPC
I NONE NONE NONE NONE
II A, C A, C A, C NONE
III NONE NONE NONE C
IV ALL ALL ALL B
V NONE NONE NONE ALL VI ALL ALL ALL ALL* VII ALL** ALL** ALL** B, C, D
VIII ALL ALL ALL ALL LEGEND IA - Instrument airplane IH - Instrument helicopter IPL - Instrument powered lift IPC – Instrument Proficiency 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 61.57(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 scenarios to assess the pilot’s ADM and risk management skills during the IPC.
CONTENTS CHECKLISTS:
Applicant’s Practical Test Checklist1-iii
Examiner’s Practical Test Checklist1-v
AREAS OF OPERATION:
I. PREFLIGHT PREPARATION1-1
A. WEATHER INFORMATION1-1
B. CROSS-COUNTRY FLIGHT PLANNING1-2
II. PREFLIGHT PROCEDURES1-3
A. AIRCRAFT SYSTEMS RELATED TO IFR
OPERATIONS1-3
B. AIRCRAFT FLIGHT INSTRUMENTS AND
NAVIGATION EQUIPMENT1-3
C. INSTRUMENT COCKPIT CHECK1-4
III. AIR TRAFFIC CONTROL CLEARANCES AND
PROCEDURES1-5
A. AIR TRAFFIC CONTROL CLEARANCES1-5
B. COMPLIANCE WITH DEPARTURE, EN ROUTE, AND
ARRIVAL PROCEDURES AND CLEARANCES1-5
C. HOLDING PROCEDURES1-6
IV. FLIGHT BY REFERENCE TO INSTRUMENTS1-7
A. BASIC INSTRUMENT FLIGHT MANEUVERS1-7
B. RECOVERY FROM UNUSUAL FLIGHT
ATTITUDES1-7
V. NAVIGATION SYSTEMS1-8
A . INTERCEPTING AND TRACKING NAVIGATIONAL
SYSTEMS AND DME ARCS1-8
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