FAA-S-8081-6AFAA-S-8081-6A 1-48 D. TASK: TURNS TO HEADINGS (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21, AC 61-27;
FAA-S-8081-1.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements of turns to headings, solely by reference to instruments by describing -
(a) instrument cross-check, instrument interpretation, and aircraft control.
(b) instruments used for pitch, bank, and power control during turn entry, during the turn, and during the turn rollout, and how those instruments are used.
(c) trim technique.
2. Exhibits instructional knowledge of common errors related to turns to headings, solely by reference to instruments, by describing -
(a) "fixation," "omission," and "emphasis" errors during instrument cross-check.
(b) improper instrument interpretation.
(c) improper control applications.
(d) failure to establish proper pitch, bank, and power adjustments during altitude, bank, and airspeed corrections.
(e) improper entry or rollout technique.
(f) faulty trim technique.
3. Demonstrates and simultaneously explains a turn to a heading, solely by reference to instruments, from an instructional standpoint.
4. Analyzes and corrects simulated common errors related to turns to headings, solely by reference to instruments.
1-49 FAA-S-8081-6AFAA-S-8081-6A E. TASK: RECOVERY FROM UNUSUAL FLIGHT ATTITUDES (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21, AC 61-27;
FAA-S-8081-1.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements of recovery from unusual flight attitudes by describing -
(a) conditions and situations that may result in unusual flight attitudes.
(b) the two basic unusual flight attitudes - nosehigh (climbing turn) and nose-low (diving spiral).
(c) how unusual flight attitudes are recognized.
(d) control sequence for recovery from a nosehigh attitude and the reasons for that sequence.
(e) control sequence for recovery from a nose-low attitude and the reasons for that sequence.
(f) reasons why the controls should be coordinated during unusual flight attitude recoveries.
2. Exhibits instructional knowledge of comm on errors related to recovery from unusual flight attitudes by describing -
(a) failure to recognize an unusual flight attitude.
(b) consequences of attempting to recover from an unusual flight attitude by "feel" rather than by instrument indications.
(c) inappropriate control applications during recovery.
(d) failure to recognize from instrument indications when the airplane is passing through a level flight attitude.
3. Demonstrates and simultaneously explains recovery from a nose-high and a nose-low unusual flight attitude from an instructional standpoint.
4. Analyzes and corrects simulated common errors related to recovery from unusual flight attitudes.
FAA-S-8081-6AFAA-S-8081-6A 1-50 F. TASK: RADIO AIDS AND RADAR SERVICES (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21, AC 61-27;
FAA-S-8081-1.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements related to the emergency use of radio aids and radar services by describing -
(a) situations that would require the use of radio aids or radar assistance.
(b) available radio aids and radar services.
(c) how to determine minimum safe altitude.
(d) procedures to be followed when using a radio aid or radar services.
2. Exhibits instructional knowledge of common errors related to the emergency use of radio aids and radar services by describing -
(a) hazards of delay in using a radio aid or in obtaining radar services.
(b) failure to properly control the airplane.
(c) failure to pro perly select, tune, or identify a radio facility.
(d) failure to maintain minimum safe altitude.
3. Demonstrates and simultaneously explains the emergency use of a radio aid or radar services from an instructional standpoint.
4. Analyzes and corrects simulated common errors related to the emergency use of radio aids and radar services.
1-51 FAA-S-8081-6AFAA-S-8081-6A XII. AREA OF OPERATION: PERFORMANCE PERFORMANCE
MANEUVERSMANEUVERS NOTE: The examiner will select TASKS A and B.
A. TASK: STEEP TURNS (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21;
FAA-S-8081-1, FAA -S-8081-2; Pilot's Operating Handbook, FAA-Approved Airplane Flight Manual.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements of steep turns by describing -
(a) relationship of bank angle, load factor, and stalling speed.
(b) overbanking tendency.
(c) torque effect in right and left turns.
(d) selection of a suitable altitude.
(e) orientation, division of attention, and planning.
(f) appropriate power setting and airspeed prior to entry.
(g) entry and rollout technique.
(h) coordination of flight controls.
(i) differential wing drag.
(j) altitude, bank, and power control during the turn.
2. Exhibits instructional knowledge of common errors related to steep turns by describing -
(a) improper pitch, bank, and power coordination during entry and rollout.
(b) uncoordinated use of flight controls.
(c) inappropriate control applications.
(d) improper technique in correcti ng altitude deviations.
(e) loss of orientation.
(f) excessive deviation from desired heading during rollout.
3. Demonstrates and simultaneously explains a steep turn from an instructional standpoint.
FAA-S-8081-6AFAA-S-8081-6A 1-52
4. Analyzes and corrects simulated common errors related to steep turns.
B. TASK: EMERGENCY DESCENT (AMEL) REFERENCES: AC 60-14, AC 61-21; Pilot's Operating Handbook, FAA-Approved Airplane Flight Manual.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements of an emergency descent by describing -
(a) situations requiring an emergency descent.
(b) prescribed configuration of aircraft for emergency descent.
(c) prescribed speeds in selected configurations as recommended by the manufacturer.
(d) engine control settings.
(e) orientation, division of attention, and planning.
(f) requirement to establish positive load factor during descent.
2. Exhibits instructional knowledge of common errors related to an emergency descent by describing -
(a) slow response to the emergency.
(b) failure to establish the prescribed configuration.
(c) failure to establish and maintain the prescribed speed for the configuration.
(d) incorrect engine control settings.
(e) failure to maintain positive load factor in the descent.
(f) uncoordinated use of controls.
3. Demonstrates and simultaneously explains an emergency descent from an instructional standpoint.
4. Analyzes and corrects simulated common err ors related to an emergency descent.
1-53 FAA-S-8081-6AFAA-S-8081-6A XIII. AREA OF OPERATION: GROUND REFERENCE GROUND REFERENCE
MANEUVERSMANEUVERS NOTE: The examiner will select at least one TASK.
A. TASK: RECTANGULAR COURSE (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21;
FAA-S-8081-1.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements of a rectangular course by describing -
(a) how to select a suitable altitude.
(b) how to select a suitable ground reference with consideration given to emergency landing areas.
(c) orientation, division of attention, and planning.
(d) configuration and airspeed prior to entry.
(e) relationship of a rectangular course to an airport traffic pattern.
(f) wind drift correction.
(g) how to maintain desired altitude, airspeed, and distance from ground reference boundaries.
(h) timing of turn entries and rollouts.
(i) coordination of flight controls.
2. Exhibits instructional knowledge of common errors related to a rectangular course by describing -
(a) poor planning, orientation, or division of attention.
(b) uncoordinated flight control application.
(c) improper correction for wind drift.
(d) failure to maintain selected altitude or airspeed.
(e) selection of a ground reference where there is no suitable emergency landing area within gliding distance.
3. Demonstrates and simultaneously explains a rectangular course from an instructional standpoint.
FAA-S-8081-6AFAA-S-8081-6A 1-54
4. Analyzes and corrects simulated common errors related to a rectangular course.
B. TASK: S-TURNS ACROSS A ROAD (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21;
FAA-S-8081-1.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements of S-turns across a road by describing -
(a) how to select a suitable altitude.
(b) how to select a suitable ground reference line with consideration given to emergency landing areas.
(c) orientation, division of attention, and planning.
(d) configuration and airspeed prior to entry.
(e) entry technique.
(f) wind drift correction.
(g) tracking of semicircles of equal radii on either side of the selected ground reference line.
(h) how to maintain desired altitude and airspeed.
(i) turn reversal over the ground reference line.
(j) coordination of flight controls.
2. Exhibits instructional knowledge of common errors related to S-turns across a road by describing -
(a) faulty entry technique.
(b) poor planning, orientation, or divisio n of attention.
(c) uncoordinated flight control application.
(d) improper correction for wind drift.
(e) an unsymmetrical ground track.
(f) failure to maintain selected altitude or airspeed.
(g) selection of a ground reference line where there is no suitable emergency landing area within gliding distance.
3. Demonstrates and simultaneously explains S -turns across a road from an instructional standpoint.
4. Analyzes and corrects simulated common errors related to S-turns across a road.
1-55 FAA-S-8081-6AFAA-S-8081-6A C. TASK: TURNS AROUND A POINT (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21;
FAA-S-8081-1.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements of turns around a point by describing -
(a) how to select a suitable altitude.
(b) how to select a suitable ground reference point with consideration given to emergency landing areas.
(c) orientation, division of attention, and planning.
(d) configuration and airspeed prior to entry.
(e) entry technique.
(f) wind drift correction.
(g) how to maintain desired altitude, airspeed, and distance from reference point.
(h) coordination of flight controls.
2. Exhibits instructional knowledge of common errors related to turns around a point by describing -
(a) faulty entry technique.
(b) poor planning, orientation, or division of attention.
(c) uncoordinated flight control application.
(d) improper correction for wind drift.
(e) failure to maintain sel ected altitude or airspeed.
(f) selection of a ground reference point where there is no suitable emergency landing area within gliding distance.
3. Demonstrates and simultaneously explains turns around a point from an instructional standpoint.
4. Analyzes and corrects simulated common errors related to turns around a point.
FAA-S-8081-6AFAA-S-8081-6A 1-56 XIV. AREA OF OPERATION: EMERGENCY OPERATIONS EMERGENCY OPERATIONS NOTE: The examiner will select TASKS A, B, C, D, E, F, and G.
A. TASK: SYSTEMS AND EQUIPMENT MALFUNCTIONS (AMEL and AMES) REFERENCES: AC 61-21; FAA -S-8081-1, FAA-S-8081-2; Pilot's Operating Handbook, FAA- Approved Airplane Flight Manual.
NOTE: The examiner will not simulate a system or equipment malfunction in a manner that may jeopardize safe flight or result in possible damage to the airplane.
Objective. To determine that the applicant exhibits instructional knowledge of the elements related to systems and equipment malfunctions, appropriate to the airplane used for the practical test, by describing recommended pilot action for:
1. Smoke, fire, or both, during ground or flight operations.
2. Rough running engine, partial power loss, or sudden engine stoppage.
3. Propeller malfunction.
4. Loss of engine oil pressure.
5. Fuel starvation.
6. Engine overheat.
7. Hydraulic system malfunction.
8. Electrical system malfunction.
9. Carburetor or induction icing.
10. Door or window opening in flight.
11. Inoperative or "runaway" trim.
12. Landing gear or flap malfunction.
13. Pressurization malfunction.
14. Any other system or equipment malfunction.
1-57 FAA-S-8081-6AFAA-S-8081-6A B. TASK: MANEUVERING WITH ONE ENGINE INOPERATIVE (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21;
FAA-S-8081-1, FAA -S-8081-2; Pilot's Operating Handbook, FAA-Approved Airplane Flight Manual.
NOTE: The feathering of one propeller shall be demonstrated in any multiengine airplane equipped with propellers which can be safely feathered and unfeathered in flight.
Feathering for pilot flight test purposes should be performed only under such conditions and at such altitudes (no lower than 3,000 feet/1,000 meters above the surface) and positions where safe landings on established airports can be readily accomplished, in the event difficulty is encountered in unfeathering. At altitudes lower than 3,000 feet above the surface, simulated engine failure will be performed by throttling the engine and then establishing zero thrust.
In the event a propeller cannot be unfeathered during the practical test, it should be treated as an emergency.
Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements related to maneuvering with one engine inoperative by describing -
(a) flight characteristics and controllability associated with maneuvering with one engine inoperative.
(b) use of prescribed emergency checklist to verify accomplishment of procedures for securing inoperative engine.
(c) proper adjustment of engine controls, reduction of drag, and identification and verification of the inoperative engine.
(d) how to establish and maintain the best engine inoperative airspeed.
(e) proper trim technique.
(f) how to establish and maintain a bank, as required, for best performance.
FAA-S-8081-6AFAA-S-8081-6A 1-58
(g) appropriate methods to be used for determining the reason for the malfunction.
(h) importance of establishing a heading toward the nearest suitable airport or seaplane base.
(i) importance of monitoring and adjusting the operating engine.
(j) performance of straight-and-level fl ight, turns, descents, and climbs, if the airplane is capable of those maneuvers under existing conditions.
2. Exhibits instructional knowledge of common errors related to maneuvering with one engine inoperative by describing -
(a) failure to follow prescribed emergency checklist.
(b) failure to recognize an inoperative engine.
(c) hazards of improperly identifying and verifying the inoperative engine.
(d) failure to properly adjust engine controls and reduce drag.
(e) failure to e stablish and maintain the best engine inoperative airspeed.
(f) improper trim technique.
(g) failure to establish and maintain proper bank for best performance.
(h) failure to maintain positive control while maneuvering.
(i) hazards of attempting flight contrary to the airplane's operating limitations.
3. Demonstrates and simultaneously explains maneuvering with one engine inoperative from an instructional standpoint.
4. Analyzes and corrects simulated common errors related to maneuvering with one engine inoperative.
1-59 FAA-S-8081-6AFAA-S-8081-6A C. TASK: ENGINE INOPERATIVE LOSS OF
DIRECTIONAL CONTROL DEMONSTRATION (AMEL and AMES) REFERENCES: AC 60-14, AC 61-21;
FAA-S-8081-1, FAA -S-8081-2; Pilot's Operating Handbook, FAA-Approved Airplane Flight Manual.
NOTE: FAR Part 1 defines VMC as minimum control speed with the critical engine inoperative. There is a density altitude above which the stalling speed is higher than the engine inoperative minimum control speed. When this density altitude exists close to the ground because of high elevations, high temperatures, or both, an effective flight demonstration of loss of directional control may be hazardous and should not be attempted. If it is determined prior to flight that the stall speed is above or equal to V MC, this flight demonstration is impracticable. In this case, the significance of the engine inoperative minimum control speed should be emphasized through oral questioning, including the results of attempting engine inoperative flight below that speed, the recognition of loss of directional control, and proper recovery techniques.
Recovery should be made by simultaneously reducing the power on the operating engine and reducing the angle of attack as necessary to regain directional control and airspeed. Recoveries should not be attempted by increasing power on the simulated failed engine.
Performing this maneuver by increasing pitch attitude to a high angle with both engines operating and then reducing power on the critical engine should be avoided. This technique is hazardous and may result in loss of aircraft control Objective. To determine that the applicant:
1. Exhibits instructional knowledge of the elements related to engine inoperative loss of directional control by describing -
(a) causes of loss of directional control at airspeeds less than V MC, the factors affecting VMC, and the safe recovery procedures.