VI.AREA OF OPERATION: INSTRUMENT APPROACH
PROCEDURES NOTE: TASK D, Circling Approach, is applicable only to the airplane category.
NOTE: The requirements for conducting a GPS approach for the purpose of this test are explained on page 8 of the Introduction.
A. TASK: NONPRECISION APPROACH (NPA) REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM.
NOTE: The applicant must accomplish at least two nonprecision approaches (one of which must include a procedure turn or, in the case of an RNAV approach, a Terminal Arrival Area (TAA) procedure) in simulated or actual weather conditions. At least one nonprecision approach must be flown without the use of autopilot and without the assistance of radar vectors. (The yaw damper and flight director are not considered parts of the autopilot for purpose of this part). The examiner will select nonprecision approaches that are representative of the type that the applicant is likely to use. The choices must utilize two different types of navigational aids. Some examples of navigational aids for the purpose of this part are: NDB, VOR, LOC, LDA, GPS, or RNAV.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements related to an instrument approach procedure.
2. Selects and complies with the appropriate instrument approach procedure to be performed.
3. Establishes two-way communications with ATC, as appropriate, to the phase of flight or approach segment, and uses proper communication phraseology and technique.
4. Selects, tunes, identifies, and confirms the operational status of navigation equipment to be used for the approach procedure.
5. Complies with all clearances issued by ATC or the examiner.
6. Recognizes if any flight instrumentation is inaccurate or inoperative, and takes appropriate action.
7. Advises ATC or examiner anytime that the aircraft is unable to comply with a clearance.
1-9 FAA-S-8081-4D
8. 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 ¾ 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. NOTAMs.
b. inoperative aircraft and ground navigation equipment.
c. inoperative visual aids associated with the landing environment.
d. NWS reporting factors and criteria.
11. Establishes a rate of descent and track that will ensure arrival at the MDA 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 at a normal rate using normal maneuvers.
12. Allows, while on the final approach segment, no more than a three-quarter-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.
FAA-S-8081-4D 1-10
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:
1. 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. NOTAMs
b. inoperative airplane and ground navigation equipment.
c. inoperative visual aids associated with the landing environment.
d. NWS reporting factors and criteria.
1-11 FAA-S-8081-4D
11. Establishes a predetermined rate of descent at the point where the electronic glide slope begins, which approximates that required for the aircraft to follow the glide slope.
12. Maintains a stabilized final approach, from the Final Approach Fix to DA/DH allowing no more than threequarter scale deflection of either the glide slope 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 glide slope within three-quarterscale deflection of the indicators during the visual descent from DA/DH to a point over the runway where glide slope must be abandoned to accomplish a normal landing.
C. TASK: MISSED APPROACH REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements related to missed approach procedures associated with standard instrument approaches.
2. Initiates the missed approach promptly by applying power, establishing a climb attitude, and reducing drag in accordance with the aircraft manufacturer's recommendations.
3. Reports to ATC beginning the missed approach procedure.
4. Complies with the published or alternate missed approach procedure.
5. Advises ATC or examiner anytime that the aircraft is unable to comply with a clearance, restriction, or climb gradient.
6. Follows the recommended checklist items appropriate to the go-around procedure.
7. Requests, if appropriate, ATC clearance to the alternate airport, clearance limit, or as directed by the examiner.
8. Maintains the recommended airspeed within +/-10 knots;
heading, course, or bearing within +/-10°; and altitude(s) within +/-100 feet during the missed approach procedure.
FAA-S-8081-4D 1-12
D. TASK: CIRCLING APPROACH REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements related to a circling approach procedure.
2. Selects and complies with the appropriate circling approach procedure considering turbulence and wind shear and considering the maneuvering capabilities of the aircraft.
3. Confirms the direction of traffic and adheres to all restrictions and instructions issued by ATC and the examiner.
4. 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.
5. Maneuvers the aircraft, after reaching the authorized MDA and maintains that altitude within +100 feet, -0 feet and a flight path 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.
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 pilot's responsibilities, and the environmental, operational, and meteorological factors, which affect a landing from a straight-in or a circling, approach.
2. Transitions at the DA/DH, MDA, or VDP to a visual flight condition, allowing for safe visual maneuvering and a normal landing.
3. Adheres to all ATC (or examiner) advisories, such as NOTAMs, wind shear, wake turbulence, runway surface, braking conditions, and other operational considerations.
4. Completes appropriate checklist items for the pre-landing and landing phase.
5. Maintains positive aircraft control throughout the complete landing maneuver.
1-13 FAA-S-8081-4D
VII. AREA OF OPERATION: EMERGENCY
OPERATIONS A. TASK: LOSS OF COMMUNICATIONS REFERENCES: 14 CFR parts 61, 91; AIM.
Objective. To determine that the applicant exhibits adequate knowledge of the elements related to applicable loss of communication procedures to include:
1. Recognizing loss of communication.
2. Continuing to destination according to the flight plan.
3. When to deviate from the flight plan.
4. Timing for beginning an approach at destination.
B. TASK: ONE ENGINE INOPERATIVE DURING
STRAIGHT-AND-LEVEL FLIGHT AND TURNS (MULTIENGINE AIRPLANE) REFERENCES: 14 CFR part 61; FAA-H-8083-3, FAA-H-8083-15.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the procedures used if engine failure occurs during straight-and-level flight and turns while on instruments.
2. Recognizes engine failure simu lated by the examiner during straight-and-level flight and turns.
3. Sets all engine controls, reduces drag, and identifies and verifies the inoperative engine.
4. Establishes the best engine-inoperative airspeed and trims the aircraft.
5. Verifies the accomplishm ent of prescribed checklist procedures for securing the inoperative engine.
6. Establishes and maintains the recommended flight attitude, as necessary, for best performance during straight-and-level and turning flight.
7. Attempts to determine the reason for the engine failure.
8. Monitors all engine control functions and makes necessary adjustments.
9. Maintains the specified altitude within +/-100 feet, (if within the aircraft's capability), airspeed within +/-10 knots, and the specified heading within +/-10°.
10. Assesses the aircraft's performance capability and decides an appropriate action to ensure a safe landing.
11. Avoids loss of aircraft control, or attempted flight contrary to the engine-inoperative operating limitations of the aircraft.
FAA-S-8081-4D 1-14
C. TASK: ONE ENGINE INOPERATIVE—INSTRUMENT
APPROACH (MULTIENGINE AIRPLANE) REFERENCES: 14 CFR part 61; FAA-H-8083-3, FAA-H-8083-15;
IAP.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements by explaining the procedures used during an instrument approach in a multiengine aircraft with one engine inoperative.
2. Recognizes promptly, engine failure simulated by the examiner.
3. Sets all engine controls, reduces drag, and identifies and verifies the inoperative engine.
4. Establishes the best engine-inoperative airspeed and trims the aircraft.
5. Verifies the accomplishm ent of prescribed checklist procedures for securing the inoperative engine.
6. Establishes and maintains the recommended flight attitude and configuration for the best performance for all maneuvering necessary for the instrument approach procedures.
7. Attempts to determine the reason for the engine failure.
8. Monitors all engine control functions and makes necessary adjustments.
9. Requests and receives an ac tual or a simulated ATC clearance for an instrument approach.
10. Follows the actual or a simulated ATC clearance for an instrument approach.
11. 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.
12. Maintains, where applicable, the specified altitude within +/ 100 feet, the airspeed within +/-10 knots if within the aircraft's capability, and the heading within +/-10°.
13. Sets the navigation and communication equipment used during the approach and uses the proper communications technique.
14. Avoids loss of aircraft control, or attempted flight contrary to the engine-inoperative operating limitations of the aircraft.
15. Complies with the published cr iteria for the aircraft approach category when circling.
16. Allows, while on final approach segment, no more than three-quarter-scale deflection of either the localizer or glide slope or GPS indications, or within +/-10° or ¾ scale deflection of the nonprecision final approach course.
17. Completes a safe landing.
1-15 FAA-S-8081-4D
D. TASK: APPROACH WITH LOSS OF PRIMARY FLIGHT
INSTRUMENT INDICATORS REFERENCES: 14 CFR part 61; FAA-H-8083-15; IAP.
Note: This approach shall count as one of the required nonprecision approaches.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements relating to recognizing if primary flight instruments are inaccurate or inoperative, and advise ATC or the examiner.
2. Advises ATC or examiner anytime that the aircraft is unable to comply with a clearance.
3. Demonstrates a nonprecision instrument approach without the use of the primary flight instrument using the objectives of the nonprecision approach TASK (AREA OF OPERATION VI, TASK A).
FAA-S-8081-4D 1-16
VIII. AREA OF OPERATION: POSTFLIGHT
PROCEDURES A. TASK: CHECKING INSTRUMENTS AND EQUIPMENT REFERENCES: 14 CFR parts 61, 91.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements relating to all instrument and navigation equipment for proper operation.
2. Notes all flight equipment for proper operation.
3. Notes all equipment and/or aircraft malfunctions and makes appropriate documentation of improper operation or failure of such equipment.
1-17 FAA-S-8081-4D
APPENDIX 1 TASK VS. SIMULATION DEVICE CREDIT
Appendix 1—Levels of Simulation Devices
TASK VS. SIMULATION DEVICE CREDIT
Examiners conducting the instrument rating practical tests with flight simulation devices should consult appropriate documentat ion to ensure that the device has been approved for training, testing, or che cking. The documentation for each device should reflect that the following activities have occurred:
1. The device must be evaluated, determined to meet the appropriate standards, and assigned the appropriate qualification lev el by the National Simulator Program Manager. The device must continue to meet qualification standards through continuing evaluati ons as outlined in the appropriate advisory circular (AC). For airpl ane flight training devices (FTDs), AC 120-45 (as amended), Airpla ne Flight Training Device Qualifications, will be used. For simulators, AC 120-40 (as amended), Airplane Simulator Qualification, will be used.
2. The FAA must approve the device for training, testing, and checking the specific flight TASKs listed in this appendix.
3. The device must continue to support the level of student or applicant performance required by this practical test standard .
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 simulation devic e use.
USE OF CHART X Creditable.
A Creditable if appropriate systems are installed and operating.
NOTE: 1. Level 1 FTDs that have been issued a letter authorizing their us e by the FAA Administrator, may continue to be used only f or those TASKs originally found acceptable. Use of Level 1, 2, or 3 FTDs may not be used for aircraft requiring a type rating.
2. If a FTD or a simulator is used for the practical test, the instrument approach procedures conducted in that FTD or simula tor are limited to one precision and one nonprecision approach procedure.
3. Postflight procedures means, closing flight plans, checking for discrepancies and malfunctions, and noting them on a log or maintenance form.
FAA-S-8081-4D Appendix 1-1
FAA-S-8081-4D Appendix 1-2 APPENDIX 1
FLIGHT TASK FLIGHT SIMULATION DEVICE LEVEL Areas of Operation 1 2 3 4 5 6 7 A B C D
II. Preflight Procedures C. Instrument Cockpit Check * __ A X A A X X X X X X III. Air Traffic Control Clearances and Procedures A. Air Traffic Control Clearances * __ A X A A X X X X X X B. Departure, En Route and Arrival Clearances * __ __ X __ __ X X X X X X C. Holding Procedures __ __ X __ __ X X X X X X IV. Flight by Reference to Instruments A. Basic Instrument Flight Maneuvers __ __ X __ __ X X X X X X B. Recovery from Unusual Flight Attitudes __ __ __ __ __ __ X X X X X V. Navigation Systems A. Intercepting and Tracking Navigational Systems and DME ARCS __ A X __ A X X X X X X VI. Instrument Approach Procedures A. Nonprecision Approach (NPA __ __ X __ __ X X X X X X B. Precision Approach (PA) __ __ X __ __ X X X X X X C. Missed Approach __ __ X __ __ X X X X X X D. Circling Approach __ __ __ __ __ __ __ X X X X E. Landing from a Straight-in or Ci rcling Approach __ __ __ __ __ __ __ __ X X X VII. Emergency Operations ** A. Loss of Communications __ X X __ __ X X X X X X B. One Engine Inoperative during Straight-and-Level Flight and Turns (Multiengine Airplane) __ __ X __ __ X X X X X X C. One Engine Inoperative—Instrument Approach (Multiengine Airplane) __ __ __ __ __ __ __ X X X X D. Loss of Gyro Attitude and/or Heading Indicators __ __ __ __ __ X X X X X X VIII. Postflight Procedures A. Checking Instruments and Equipment __ A X __ A X X X X X X * Aircraft required for those items that cannot be checked using a flight training device or flight simulator.
** Multiengine - Single Engine