FAA-S-8081-20 6 Practical Test Prerequisites: Aircraft Type Rating An applicant for a type rating in a helicopter is required by 14 CFR part 61 to have:
1. the applicable experience;
2. a minimum of a third-class medical certificate if a medical certificate is required;
3. the appropriate category and class rating;
4. received and logged ground training from an authorized ground or flight instructor and flight training from an authorized flight instructor, on the AREAS OF OPERATION in this practical test standard that apply to the aircraft type rating sought; and
5. received a logbook endorsement from the instructor who conducted the training, certifying that the applicant completed all the training on the AREAS OF OPERATION in this practical test standard that apply to the aircraft type rating sought.
If the applicant is an employee of a part 135 certificate holder, the applicant may present a training record that shows the satisfactory completion of that certificate holder's approved pilot in command training program for the aircraft type rating sought, instead of the requirements of 4 and 5 above.
An applicant who holds the private pilot or limited commercial pilot certificate is required to have passed the appropriate instrument rating knowledge test since the beginning of the 24th month before the practical test is taken if the test is for the concurrent issuance of an instrument rating and an aircraft type rating.
If an applicant is taking a practical test for the issuance of a private or commercial pilot certificate with a helicopter rating, in an aircraft that requires a type rating, private pilot practical test standards or commercial pilot practical test standards, as appropriate to the certificate, should be used in conjunction with this guide. Also, the current instrument rating practical test standard should be used in conjunction with this guide if the applicant is concurrently taking a practical test for the issuance of an instrument rating and a type rating.
The TASKS that are in the private pilot, commercial pilot, or instrument rating practical test standards (and not in this practical test standard) must be accomplished.
FAA-S-8081-207 Aircraft Type Ratings Limited to VFR Pilot applicants who wish to add a type rating, limited to VFR, to their certificate must take a practical test that includes the following items, as listed on pages 1-i, 2-i, and 2-ii of this document:
Section One: PREFLIGHT PREPARATION I. AREA OF OPERATION: PREFLIGHT PREPARATION.
A. Equipment examination.
B. Performance and limitations.
Section Two: PREFLIGHT PROCEDURES, INFLIGHT MANEUVERS,
AND POSTFLIGHT PROCEDURES II. AREA OF OPERATION: PREFLIGHT PROCEDURES.
A. Preflight inspection.
B. Powerplant start.
C. Taxiing.
D. Pretakeoff checks.
III. AREA OF OPERATION: TAKEOFF AND DEPARTURE PHASE.
A. Normal and crosswind takeoff.
B. Powerplant failure during takeoff. (TASK C) C. Rejected takeoff. (TASK D) IV. AREA OF OPERATION: INFLIGHT MANEUVERS.
A. Steep turns.
B. Powerplant failure—multiengine helicopter.
C. Powerplant failure—single-engine helicopter.
D. Recovery from unusual attitudes.
E. Settling-with-power.
V. AREA OF OPERATION: INSTRUMENT PROCEDURES.
(Not applicable)
FAA-S-8081-20 8 VI. AREA OF OPERATION: LANDINGS AND APPROACHES TO LANDINGS.
A. Normal and crosswind approaches and landings.
B. Approach and landing with simulated powerplant failure — multiengine helicopter.
C. Rejected landing.
VII. AREA OF OPERATION: NORMAL AND ABNORMAL PROCEDURES.
VIII. AREA OF OPERATION: EMERGENCY PROCEDURES.
IX. AREA OF OPERATION: POSTFLIGHT PROCEDURES.
A. After-landing procedures.
B. Parking and securing.
Aircraft and Equipment Requirements for the Practical Test The applicant is required to provide an appropriate and airworthy helicopter for the practical test. Its operating limitations must not prohibit the TASKS required on the practical test. Flight instruments are those required for controlling the aircraft without outside references.
The aircraft must have radio equipment for communications with air traffic control and the performance of instrument approach procedures.
NOTE: The practical test must be performed in actual or simulated instrument conditions, unless the practical test cannot be accomplished under instrument flight rules because the aircraft’s type certificate makes the aircraft incapable of operating under instrument flight rules.
Use of FAA-Approved Flight Simulator or Flight Training Device In the AREA OF OPERATION labeled “PREFLIGHT PREPARATION,” the TASKS are knowledge only. These TASKS do not require the use of a flight training device (FTD), flight simulator, or an aircraft to accomplish, but they may be used.
Each inflight maneuver or procedure must be performed by the applicant in an FTD, flight simulator, or an aircraft. Appendix 1 of this practical test standard should be consulted to identify the maneuvers or procedures that may be accomplished in an FTD or flight simulator. The level of FTD or flight simulator required for each maneuver or procedure will also be found in appendix 1.
FAA-S-8081-209 When accomplished in an aircraft, certain task elements may be accomplished through “simulated” actions in the interest of safety and practicality, but when accomplished in an FTD or flight simulator, these same actions would not be “simulated.” For example, when in an aircraft, a simulated engine fire may be addressed by retarding the throttle to idle, simulating the shutdown of the engine, simulating the discharge of the fire suppression agent, and simulating the disconnection of associated electrics, hydraulics, pneumatics, etc.
However, when the same emergency condition is addressed in an FTD or a flight simulator, all TASK elements must be accomplished as would be expected under actual circumstances. Similarly, safety of flight precautions taken in the aircraft for the accomplishment of a specific maneuver or procedure (such as altitude in powerplant failure, setting maximum airspeed for a rejected takeoff) need not be taken when an FTD or a flight simulator is used.
It is important to understand that whether accomplished in an FTD, a flight simulator, or the aircraft, all TASKS and TASK elements for each maneuver or procedure will have the same performance criteria applied for determination of overall satisfactory performance.
Examiner Responsibility The examiner who conducts the practical test is responsible for determining that the applicant meets the standards outlined in the Objective of each TASK within the AREAS OF OPERATION, in the practical test standard. The examiner shall meet this responsibility by determining that the applicant's knowledge and skill meet the Objective in all required TASKS.
The equipment examination must be closely coordinated and related to the flight portion of the practical test, but must not be given during the flight portion of the practical test. The equipment examination should be administered prior (it may be the same day) to the flight portion of the practical test. The examiner may accept written evidence of the equipment exam if the exam is approved by the Administrator and administered by an individual authorized by the Administrator. The examiner shall use whatever means deemed suitable to determine that the applicant's equipment knowledge meets the standard.
The AREAS OF OPERATION in Section 2 contain TASKS which include both “knowledge” and “skill” ELEMENTS. The examiner shall ask the applicant to perform the skill ELEMENTS. Knowledge ELEMENTS not evident in the demonstrated skills may be tested by questioning, at anytime, during the flight event. Questioning in flight should be used judiciously so that safety is not jeopardized. Questions may be deferred until after the flight portion of the test is completed.
FAA-S-8081-20 10 For aircraft requiring only one pilot, the examiner may not assist the applicant in the management of the aircraft, radio communications, tuning and identifying navigational equipment, and using navigation charts. If the examiner, other than an FAA Inspector, is qualified and current in the specific make and model aircraft that is certified for two or more crewmembers, he or she may occupy a duty position. If the examiner occupies a duty position on an aircraft that requires two or more crewmembers, the examiner must fulfill the duties of that position.
Moreover, when occupying a required duty position, the examiner shall perform crew resource management functions as briefed and requested by the applicant.
SAFETY OF FLIGHT shall be the prime consideration at all times. The examiner, applicant, and crew shall be constantly alert for other traffic.
Satisfactory Performance The ability of an applicant to safely perform the required TASKS is based on:
1. performing the TASKS specified in the AREAS OF OPERATION for the certificate or rating sought within the approved standards;
2. demonstrating mastery of the aircraft with the successful outcome of each TASK performed never seriously in doubt;
3. demonstrating sound judgment and crew resource management; and single-pilot competence if the aircraft is type certificated for single-pilot operations.
Unsatisfactory Performance Consistently exceeding tolerances stated in the TASK Objective, or failure to take prompt, corrective action when tolerances are exceeded, is indicative of unsatisfactory performance. The tolerances represent the performance expected in good flying conditions. Any action, or lack thereof, by the applicant which requires corrective intervention by the examiner to maintain safe flight shall be disqualifying.
NOTE: It is vitally important that the applicant, safety pilot, and examiner use proper and effective scanning techniques to observe all other traffic in the area to ensure the area is clear before performing any maneuvers.
If, in the judgment of the examiner, the applicant's performance of any TASK is unsatisfactory, the associated AREA OF OPERATION is failed and therefore, the practical test is failed. Examiners shall not repeat
FAA-S-8081-2011 TASKS that have been attempted and failed. The examiner or applicant may discontinue the test at any time after the failure of a TASK which makes the applicant ineligible for the certificate or rating sought. The practical test will be continued only with the consent of the applicant. In such cases, it is usually better for the examiner to continue with the practical test to complete the other TASKS. If the examiner determines that the entire practical test must be repeated, the practical test should not be continued but should be terminated immediately. If the practical test is either continued or discontinued, the applicant is entitled to credit for those AREAS OF OPERATION satisfactorily performed, if the remainder of the practical test is completed within 60 days of when the practical test was discontinued. However, during the retest and at the discretion of the examiner, any AREA OF OPERATION may be reevaluated including those previously passed. Whether the remaining parts of the practical test are continued or not after a failure, a notice of disapproval must be issued.
When the examiner determines that a TASK is incomplete, or the outcome uncertain, the examiner may require the applicant to repeat that TASK, or portions of that TASK. This provision has been made in the interest of fairness and does not mean that instruction or practice is permitted during the certification process. When practical, the remaining TASKS of the practical test phase should be completed before repeating the questionable TASK. If the second attempt to perform a questionable TASK is not clearly satisfactory, the examiner shall consider it unsatisfactory.
If the practical test must be terminated for unsatisfactory performance and there are other AREAS OF OPERATION which have not been tested or still need to be repeated, a notice of disapproval shall be issued listing the specific AREAS OF OPERATION which have not been successfully completed or tested.
When a practical test is discontinued for reasons other than unsatisfactory performance (i.e., equipment failure, weather, air sickness), FAA Form 8710-1, Airman Certificate and/or Rating Application, and, if applicable, AC Form 8080-2, Airman Written Test Report, should be returned to the applicant. The examiner at that time should prepare, sign, and issue a Letter of Discontinuance to the applicant. The Letter of Discontinuance should identify the portions of the practical test that were successfully completed. The applicant shall be advised that the Letter of Discontinuance should be presented to the examiner when the practical test is resumed, and made part of the certification file.
FAA-S-8081-20 12 Recording Unsatisfactory Performance This practical test standard uses the terms “AREA OF OPERATION ” and “TASK” to denote areas in which competency must be demonstrated. When a disapproval notice is issued, the examiner must record the applicant's unsatisfactory performance in terms of “AREA OF OPERATION” appropriate to the practical test conducted.
Crew Resource Management (CRM) CRM “…refers to the effective use of all available resources; human resources, hardware, and information. ” Human resources “…includes all other groups routinely working with the cockpit crew (or pilot) who are involved in decisions that are required to operate a flight safely.
These groups include, but are not limited to: dispatchers, cabin crewmembers, maintenance personnel, and air traffic controllers.” CRM is not a single TASK. CRM is a set of skill competencies which must be evident in all TASKS in this practical test standard as applied to the single pilot or the multicrew operation. CRM competencies, grouped into three clusters of observable behavior, are:
1. COMMUNICATIONS PROCESSES AND DECISIONS
a. Briefing
b. Inquiry/Advocacy/Assertiveness
c. Self-Critique
d. Communication with Available Personnel Resources
e. Decision Making
2. BUILDING AND MAINTENANCE OF A FLIGHT TEAM
a. Leadership/Followership
b. Interpersonal Relationships
3. WORKLOAD MANAGEMENT AND SITUATIONAL
AWARENESS
a. Preparation/Planning
b. Vigilance
c. Workload Distribution
d. Distraction Avoidance
e. Wake Turbulence Avoidance CRM deficiencies almost always contribute to the unsatisfactory performance of a TASK. Therefore, the competencies provide an extremely valuable vocabulary for debriefing. For debriefing purposes,
FAA-S-8081-2013 an amplified list of these competencies, expressed as behavioral markers, may be found in AC 120-51, Crew Resource Management Training, as amended. These markers consider the use of various levels of automation in flight management systems.
The standards for each CRM competency as generally stated and applied are subjective. Conversely, some of the competencies may be found objectively stated as required operational procedures for one or more TASKS. Examples of the latter include briefings, radio calls, and instrument approach callouts. Whether subjective or objective, application of CRM competencies are dependent upon the composition of the crew.
How the Examiner Applies CRM Examiners are required to exercise proper CRM competencies in conducting tests as well as expecting the same from applicants.
Pass/Fail judgments based solely on CRM issues must be carefully chosen since they may be entirely subjective. Those Pass/Fail judgments which are not subjective apply to CRM-related procedures in FAA-approved operations manuals that must be accomplished, such as briefings to other crewmembers. In such cases, the operator (or the aircraft manufacturer) specifies what should be briefed and when the briefings should occur. The examiner may judge objectively whether the briefing requirement was or was not met. In those cases where the operator (or aircraft manufacturer) has not specified a briefing, the examiner shall require the applicant to brief the appropriate items from the following note. The examiner may then judge objectively whether the briefing requirement was or was not met.
NOTE: The majority of aviation accidents and incidents are due to resource management failures by the pilot/crew; fewer are due to technical failures. Each applicant shall give a crew briefing before each takeoff/departure and approach/landing. If the operator or aircraft manufacturer has not specified a briefing, the briefing shall cover the appropriate items, such as runway, SID/STAR/IAP, power settings, speeds, abnormals or emergency prior to or after takeoff, emergency return intentions, missed approach procedures, FAF, altitude at FAF, initial rate of descent, DH/MDA, time to missed approach, and what is expected of the other crewmembers during the takeoff/SID and approach/landing. If the first takeoff/departure and approach/landing briefings are satisfactory, the examiner may allow the applicant to brief only the changes, during the remainder of the flight.
FAA-S-8081-20 14 Applicant's Use of Checklists Throughout the practical test, the applicant is evaluated on the use of an appropriate checklist. Proper use is dependent on the specific TASK being evaluated. The situation may be such that the use of the checklist, while accomplishing elements of an Objective, would be either unsafe or impractical, especially in a single-pilot operation. In this case, a review of the checklist after the elements have been accomplished would be appropriate. Use of a checklist should also consider visual scanning and division of attention at all times.
Use of Distractions During Practical Tests Numerous studies indicate that many accidents have occurred when the pilot has been distracted during critical phases of flight. To evaluate the pilot's ability to utilize proper control technique while dividing attention both inside and outside the cockpit, the examiner shall cause a realistic distraction during the flight portion of the practical test to evaluate the applicant's ability to divide attention while maintaining safe flight.
Metric Conversion Initiative Conversion To assist the pilots in understanding and using the metric measurement system, the practical test standard refers to the metric equivalent of various altitudes throughout. The inclusion of meters is intended to familiarize pilots with its use. The metric altimeter is arranged in 10 meter increments; therefore, when converting from feet to meters, the exact conversion, being too exact for practical purposes, is rounded to the nearest 10 meter increment.
SECTION 1
PREFLIGHT PREPARATION
FAA-S-8081-201-i SECTION 1 — PREFLIGHT PREPARATION
CONTENTS
AREA OF OPERATION
I. PREFLIGHT PREPARATION1-1
A. EQUIPMENT EXAMINATION1-1
B. PERFORMANCE AND LIMITATIONS1-2
FAA-S-8081-201-1 I. AREA OF OPERATION: PREFLIGHT PREPARATION A. TASK: EQUIPMENT EXAMINATION REFERENCES: Part 61; Pilot's Operating Handbook, RFM.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge appropriate to the helicopter;
its systems and components; its normal, abnormal, and emergency procedures; and uses the correct terminology with regard to the following items—
a. landing gear —indicators, brakes, tires, nosewheel steering, skids, and shocks.
b. powerplant—controls and indications, induction system, carburetor and fuel injection, exhaust and turbocharging, cooling, fire detection/protection, mounting points, turbine wheels, compressors, and other related components.
c. fuel system —capacity; drains; pumps; controls;
indicators; crossfeeding; transferring; jettison; fuel grade, color and additives; fueling and defueling procedures; and emergency substitutions, if applicable.
d. oil system —capacity, grade, quantities, and indicators.
e. hydraulic system —capacity, pumps, pressure, reservoirs, grade, and regulators.
f. electrical system —alternators, generators, battery, circuit breakers and protection devices, controls, indicators, and external and auxiliary power sources and ratings.
g. environmental systems —heating, cooling, ventilation, oxygen and pressurization, controls, indicators, and regulating devices.
h. avionics and communications —autopilot; flight director; Electronic Flight Indicating Systems (EFIS);
Flight Management System(s) (FMS); Long Range Navigation (LORAN) systems; Doppler Radar;
Inertial Navigation Systems (INS); Global Positioning System (GPS/DGPS/WGPS); VOR, NDB, ILS/MLS, RNAV systems and components; indicating devices;
transponder; and emergency locator transmitter.
i. ice protection —anti-ice, deice, pitot-static system protection, windshield, airfoil surfaces, and rotor protection.