CHAPTER 3. INSTRUMENT COMPETENCY CHECK
7. STRUCTURING A COMPETENCY CHECK. FAR § 61.57(e)(2) notes the conditions under which an instrument competency check must be obtained, but does not define the meaning of this check or suggest its content. Accordingly, pilots and CFI's may wish to use the following guidance in complying with this requirement.
a. FAR. § 61.57(e) (2) states that the competency check must be given by an FAA inspector, a member of the armed forces of the United States authorized to conduct flight tests, an FAA-approved check pilot, or a certificated instrument flight instructor. If given by a CFI in a single-engine airplane, the CFI should hold an instrument airplane rating on his or her instructor certificate. If given in a multiengine airplane, the CFI should hold both instrument airplane and airplane multiengine ratings on his or her instructor certificate. A check in a helicopter should be given by a CPI holding an instrument helicopter rating on his or her instructor certificate. These prerequisites are necessary to conform to the requirements of FAR §§ 61.193 (a) and 61.195(b), and to ensure that the CFI has qualifications appropriate to the category and class of aircraft.
For example, a comprehensive instrument competency check in a multiengine airplane should require demonstration of engine-out procedures, which would necessitate a CFI with both multiengine and instrument ratings on his or her instructor certificate.
b. In addition to having the appropriate instructor ratings, the CFI should consider other factors relating to his or her ability to conduct an instrument competency check. These include the factors discussed for the flight review as well as the instructor's own instrument currency.
Part or all of the check may be conducted in a simulator or an approved ground trainer that meets the requirements of FAR § 141.41(a)(2). If given in a ground trainer, that trainer must be specifically approved for such use, in writing, by the FAA Flight Standards District Office (FSDO) having jurisdiction over the geographic area where the ground trainer is used. Pilots or CFI's contemplating use of such a device for an instrument competency check should contact their local FSDO's.
d. Precheck Considerations. The CFI should structure an instrument competency check in a manner similar to that of the flight review, tailoring the check to the needs of the pilot, reaching mutual agreement on the scope of the check, and developing a plan for accomplishing it.
(1) The CFI and pilot should discuss the operating conditions under which the check will be conducted. If the check is conducted in an airplane, the check may be under VFR or IFR in simulated instrument conditions, or it may be under IFR in actual instrument conditions. If the check is conducted under IFR, whether conditions are simulated or actual, the CFI should ensure that the aircraft meets all FAR Part 91 requirements for operating under IFR. Additionally, if the pilot receiving the check is no longer current under IFR, the CFI should be aware that he or she will be the pilot in command during the flight and must meet IFR currency requirements. The CFI should also discuss crewmember roles and responsibilities with the pilot.
(2) Since no standards have been established for satisfactory completion of an instrument competency check, the CFI and the pilot should discuss the standards under which successful completion will be measured. The Chap 3 Par 7 9
AC 61-98A primary reference for this discussion should be the instrument rating PTS.
(3) Following completion of the discussion, the CFI should prepare a plan for conducting the check. The plan should list the anticipated sequence in which the procedures will occur and the location where they will be performed. A sample plan for conducting the competency check is contained in Appendix 3.
8. INSTRUMENT COMPETENCY CHECK - KNOWLEDGE PORTION.
a. The CFI should determine that the pilot has adequate knowledge and understanding of FAR Part 91, especially Subpart B, Instrument Flight Rules; Subpart C, Equipment, Instrument, and Certificate Requirements; and Subpart E, Maintenance, Preventive Maintenance, and Alterations.
b. Additionally, the CFI should determine that the pilot has adequate knowledge and understanding of the following areas:
(1) Instrument en route and approach chart interpretation, including Standard Instrument Departures (SID) and Standard Terminal Arrival Routes (STAR).
(2) Obtaining and analyzing weather information, including knowledge of hazardous weather phenomena.
(3) Preflight planning, including aircraft performance data, application of Notices to Airmen (NOTAM) information, fuel requirements, alternate requirements, and use of appropriate FAA publications such as the Airport/Facility Directory.
10 3/26/91
(4) Aircraft systems related to IFR operations, including appropriate operating methods, limitations, and emergency procedures due to equipment failure.
(5) Aircraft flight instruments and navigation equipment, including characteristics, limitations, operating techniques, and emergency procedures due to malfunction or failure, such as lost communications procedures.
(6) Determining the airworthiness status of the aircraft for instrument flight, including required inspections and documents.
(7) Air Traffic Control (ATC) procedures pertinent to flight under IFR with emphasis on elements of ATC clearances and pilot/controller responsibilities.
c. Following discussion of the above subjects, the CFI should ask the pilot to prepare for the skill portion of the competency check by completing the necessary flight planning, obtaining current weather data, filing a flight plan, and conducting the preflight inspection. in order to more fully evaluate the pilot's skills under normal operating conditions, the CFI may wish to have the pilot conduct a short IFR cross-country flight in conjunction with the rest of the competency check.
9. INSTRUMENT COMPETENCY CHECK - SKILL PORTION.
The maneuvers and procedures selected for the instrument competency check should be comprehensive enough to enable the CFI to determine that the pilot can safely operate under IFR in a broad range of conditions appropriate to the aircraft flown and the ATC environment selected. Proper adherence to ATC clearances should be especially emphasized.
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3/26/91
b. Regardless of the maneuvers and procedures selected, the CFI should ensure that the pilot demonstrates satisfactory basic attitude instrument flying skills.
C. For checks conducted in an airplane but not under actual instrument weather conditions, an appropriate view-limiting device should be employed to simulate instrument conditions.
d. As an aid in selecting maneuvers and procedures for the competency check, the CFI may wish to review the list contained in Appendix 3. It must be emphasized that this list should not be considered all-inclusive and is not intended to limit a CFI's discretion in selecting appropriate maneuvers and procedures.
10. POSTCHECK CONSIDERATIONS AND RECORDKEEPING. Upon completion of the competency check, the CFI should complete the plan and checklist (if used) and debrief the pilot on Chap 3 Par 9 AC 61-98A the results of the check (satisfactory or unsatisfactory). Regardless of the determination, the CFI should provide the pilot with a comprehensive analysis of his or her performance, including suggestions for improving any weak areas.
Unsatisfactory Performance. The CFI should not endorse the pilot's logbook to reflect an unsatisfactory competency check, but should sign the logbook to record the instruction given.
b. Satisfactory Performance. The endorsement for a satisfactory competency check should be in accordance with the current issue of AC 61-65. If the sample plan and checklist in Appendix 3 is used, the CFI may wish to retain the plan as a record of the scope and content of the competency check, even though not required by FAR § 61.189.
11(and 12)
CHAPTER 4. TRANSITION TO OTHER MAKES AND MODELS OF AIRPLANES
11. GENERAL LIMITATIONS - HIGH PERFORMANCE AIRCRAFT. Under FAR § 61.31(e), a private or commercial pilot may not act as PIC of a high performance airplane [one that has more than 200 horsepower (or the equivalent thrust from a turbine engine), or that has a retractable landing gear, flaps, and a controllable pitch propeller] unless he or she has received flight instruction in such an airplane from an authorized flight instructor, and that flight instructor has certified in the pilot's logbook that he or she is competent to pilot a high performance airplane.
However, this instruction is not required if the pilot has logged flight time as PIC in high performance airplanes before November 1, 1973.
a. To assist pilots in transitioning to individual makes and models of high performance airplanes, the General Aviation Manufacturers Association (GAMA) has developed a Transition Training Master Syllabus (GAMA Specification No. 5). This publication is intended to assist CPI's and other training providers in developing transition training guides for individual makes and models of high performance airplanes, and to provide structured differences training for transition between similar makes and models of a given manufacturer. Information on obtaining this publication may be found in the current issue of AC 61-103, or by contacting GAMA directly at the following address:
General Aviation Manufacturers Association 1400 K Street, NW., Suite 801 Washington, DC 20005
(202) 393-1500
b. In order to properly structure and record transition training in a high performance airplane, the CFI should plan a transition program tailored to the needs of the pilot requesting the training. A suggested format for developing such a plan is contained in Appendix 4. The format is designed to incorporate the elements suggested in the GAMA publication, and yet still provide the CFI with flexibility in developing an individual transition guide tailored to a specific pilot's needs.
The CFI may wish to retain the completed guide as a record of the scope and content of the transition training given, even though the record is not required by FAR § 61.189.
c. CFI's and pilots should note that a recreational pilot may not act as PIC of an aircraft that is certificated for more than four occupants, that has more than 180 horsepower, or that has retractable landing gear.
Pilots should be aware that significant variations may exist within a basic make and model series of aircraft, even for non-high performance aircraft. For example, there are significant powerplant, systems, performance, and other differences between a Cessna 172D and a Cessna 172Q. At a minimum, pilots should conduct their own differences training and familiarization by studying the POH, AFM and/or other information sources before operating a significant variant of a specific make and model aircraft. The FAA recommends that pilots obtain such training from an appropriately rated and qualified CFI. Pilots should also be aware that FAR § 91.103 requires that each PIC should, before beginning a flight, become familiar with all available information concerning that flight.
12. TRAINING REQUIREMENTS - HIGH ALTITUDE AIRCRAFT. The requirements applicable to transition training in pressurized high altitude airplanes are specified in FAR § 61.31(f).
The rule states that no person may act as PIC of a pressurized airplane that has a service ceiling or maximum operating altitude, whichever is lower, above 25,000 feet MSL unless that person has Chap 4 Par 11 13
AC 61-98A completed ground and flight training in high altitude operations and has received a logbook or training record endorsement from an authorized instructor certifying satisfactory completion of the training. However, the rule does not apply to pilots who have completed certain proficiency checks or who have served as PIC of a high altitude airplane before March 15, 1991.
a. Recommended training to meet the high altitude training requirement may be found in the current issue of AC 61-107.
instruction endorsements specified in FAR § 61.31 (e) and (f) are one-time only requirements and need not be met for each make and model of high performance and high altitude airplane in which a person plans to act as
c. Before conducting transition training in a high performance and/or high altitude airplane, a CFI should consider his or her own qualifications and currency in that particular aircraft. Guidelines for making such an assessment are contained in the GAMA publication cited in paragraph 11a.
The guidance in this chapter is not intended to apply to transition to an aircraft requiring a type rating. Type rating training requirements are specified in FAR § 61.63, § 61.157, and FAR Part 141, Appendices F and H.
A generic curriculum for such training is contained in the current issue of AC 61-89.
13. SOLO OPERATIONS IN AN AIRCRAFT
FOR WHICH THE PILOT DOES NOT HOLD A CATEGORY AND CLASS RATING. A person may not act as PIC of an aircraft that is carrying another person or is operated for compensation or hire, unless that person holds a category and class rating for that aircraft; however, subject to the previous restrictions, a person may act as PIC of an aircraft in solo flight without 14 3/26/91 holding a category and class rating appropriate to that aircraft if he or she has received the flight instruction and endorsement required by FAR § 61.31(d), or has soloed and logged PIC time in that category and class of aircraft before November 1, 1973.
The instruction required by FAR § 61.31(d)(2) must be in the pilot operations required by FAR Part 61, appropriate to that category and class of aircraft for first solo, and must be given to the pilot by an appropriately rated CFI who, upon finding the pilot competent to solo that category and class of aircraft, so endorses the pilot's logbook. The format for the required endorsement is contained in the current issue of AC 61-65.
b. CFI's should be aware that the provisions of FAR § 61.31(d) were intended to facilitate a pilot's need to acquire solo flight time in the pursuit of a category and class rating in that aircraft. This FAR section was not intended to encourage unlimited or unrestricted solo operations for an indefinite time period. Accordingly, the CFI should determine the intentions of any pilot seeking such an endorsement and should consider such requests only in cases where pilots are seeking to acquire additional category and/or class ratings. In any case, CFI's should consult FAR § 61.87 to determine the criteria for first solo, and may also wish to consult the appropriate PTS before advising pilots on what will be required to obtain a solo category and class endorsement.
After providing the required instruction, a CFI may want to consider the need for an endorsement which restricts the pilot's operations to whatever extent the CFI considers necessary in the interest of safety. For example, the endorsement might limit the pilot to local operations only, or to flight in day-VFR conditions only. Finally, the CFI may want to include an expiration date on the endorsement which coincides with the date by which the applicant is expected to have completed Chap 4 Par 12
3/26/91 the practical test. Before undertaking the instruction leading to such an endorsement, the CFI should explain to the pilot the instructor's prerogative to issue an endorsement containing restrictions.
14. EXCEPTION OF EXPERIMENTAL
AIRCRAFT FROM CATEGORY AND CLASS RATING REQUIREMENTS. Under FAR § 61.31(f)(3), the category and class rating limitations of FAR § 61.31 do not apply to operation of aircraft certificated as experimental.
This includes aircraft originally certificated as other than experimental, but subsequently modified, as well as amateur-built experimental aircraft.
Pilots should approach transition to an experimental aircraft in a manner similar to that used for any new aircraft make and model. The objective in conducting a transition training program should be to ensure that the pilot has accomplished the most comprehensive preparation possible under the circumstances, appropriate to the aircraft and type of operation planned.
b. Pilots should be aware that transition to an experimental make and model aircraft may present unusual considerations and difficulties.
example, a qualified CFI or other person may not be available to conduct instruction, the aircraft may be single-place only, or there may be a lack of comprehensive operating information.
15. AMATEUR-BUILT AIRCRAFT SURPLUS MILITARY AIRCRAFT.
amateur-built aircraft and surplus military aircraft present unique requirements for CFI's and owneroperators. CFT's should carefully consider their Chap 4 Par 13 AC 61-98A own qualifications in such highly individual aircraft before agreeing to provide instruction in them.
a. Special considerations apply to initial operation and flight testing of newly constructed amateur-built aircraft. For guidance in such situations, pilots should consult the latest issue of AC 90-89, Amateur-Built Aircraft Flight Testing Handbook.
Additional considerations apply to operation of surplus military aircraft which may require pilots to hold a Letter of Authorization issued by the FAA. Individuals contemplating operation of such aircraft should inquire about the required procedures at an FAA FSDO.
16. TAILWHEEL AIRCRAFT. The general flight experience requirements specified in FAR § 61.57(c) state that pilots who act as PIC of a tailwheel aircraft carrying passengers or certificated for more than one required pilot flight crewmember must have made three landings to a full stop within the preceding 90 days to maintain currency.
Under FAR § 61.31(g), no person may act as PIC of a tailwheel airplane unless that pilot has received flight instruction from an authorized flight instructor who has found the pilot competent to operate a tailwheel airplane and has made a onetime endorsement so stating in the pilot's logbook.
The endorsement must certify that the pilot is competent in normal and crosswind takeoffs and landings, wheel landings (unless the manufacturer has recommended against wheel landings), and go-around procedures. The endorsement is not required if a pilot has logged flight time as PIC of tailwheel airplanes before March 15, 1991.
AC 61-98A
b. In addition to the requirements specified in FAR § 61.31(g), the FAA recommends that pilots obtain a thorough checkout and transition training for each make and model of tailwheel airplane to be flown due to significant differences in operating characteristics of individual tailwheel airplanes. For example, many older types of tailwheel airplanes have pronounced or unusual stall and spin characteristics which differ greatly from those of more recently certificated tailwheel airplanes. In addition, many older airplanes may lack the comprehensive operating data and information typically found in pilot operating handbooks for comparable newer airplanes. Also, systems taken for granted in newer model airplanes may not exist in older aircraft, requiring a pilot to be familiar with unusual or seldom-used procedures. For example, the absence of electrical systems on many older aircraft compels the pilot to be familiar with hand propping procedures. The absence of attitude and heading gyroscopic instruments requires the pilot to depend more heavily on visual and other cues for basic aircraft 16 3/26/91 control. Finally, the lack of radio equipment in many tailwheel airplanes obligates the pilot to be current in navigation by pilotage and no-radio traffic patter procedures.
C. Additional factors may affect the instructional environment in tailwheel airplanes equipped with tandem seating. These factors may include reduced visibility from the rear seat, difficulty in communicating with the student due to seating position and higher noise levels, and lack of complete instrumentation or aircraft controls for the pilot in the rear seat.
Before conducting checkouts or other training in tailwheel airplanes, CFI's should carefully review their own qualifications. Most newly-certificated CFI's will have had little or no experience in tailwheel aircraft and will need comprehensive checkouts and transition training in tailwheel airplanes before giving instruction in them.
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AC 61-98A 3/26/91 Appendix 1 APPENDIX 1. SAMPLE FLIGHT REVIEW PLAN AND CHECKLIST Name Date Grade of Certificate Certificate No.
Ratings and Limitations Class of Medical Date of Medical Total Flight Time Time in Type Aircraft to be Used: Make and Model N# Location of Review I. REVIEW OF FAR PART 91 Ground Instruction Hours:
Remarks:
II. REVIEW OF MANEUVERS AND PROCEDURES (list in order of anticipated performance) Flight Instruction Hours:
Remarks:
III. OVERALL COMPLETION OF REVIEW Remarks:
Signature of CFI Date Certificate No. . Expiration Date.
I have received a flight review which consisted of the ground instruction and flight maneuvers and procedures noted above.
Signature of the Pilot Date
AC 61-98A 3/26/91 Appendix 2 APPENDIX 2. SAMPLE LIST OF FLIGHT REVIEW KNOWLEDGE, MANEUVERS, AND PROCEDURES All Categories and Classes of Aircraft Pilot certificates and other FAR Part 61 requirements Aircraft performance and limitations Aircraft loading, weight and balance Aircraft systems and operating procedures Abnormal and emergency procedures Flight planning and obtaining weather information Aircraft documents and records Avoidance of hazardous weather Air traffic control and airspace Preflight inspection Use of checklist Radio communication and navigation (if aircraft equipped) Collision avoidance, traffic pattern operations, ground operations Navigation by pilotage Airplane, Single-Engine Land (ASEL) Takeoffs and landings (normal, crosswind, short and soft-field) Go-arounds Maneuvering during slow flight Stalls Constant altitude turns Simulated forced landings and other emergency operations Flight by reference to instruments (except recreational pilots) Airplane, Multiengine Land (AMEL) Same as ASEL plus:
Simulated engine-out procedures and performance Airplane, Single-Engine Sea (ASES) Same as ASEL (except soft-field takeoffs and landings) plus:
Glassy and rough water landings Airplane, Multiengine Sea (AMES) Same as ASEL, AMEL, and ASES, as applicable Glider Takeoff and tow procedures (appropriate to type of tow used) Simulated rope break procedures Stall recognition and recovery Flight at minimum controllable airspeed Gliding spirals Accuracy landings
AC 61-98A Appendix 2 3/26/91 APPENDIX 2. SAMPLE LIST OF FLIGHT REVIEW KNOWLEDGE, MANEUVERS, AND PROCEDURES (CON'T) Rotorcraft - Helicopter Normal takeoffs and landings to a hover and to the ground Confined area operations Maximum performance takeoffs Pinnacle operations Slope operations Quick stops Running landings Autorotative approaches from altitude Hovering autorotations Forced landings Settling with power (demonstration) Loss of tail rotor effectiveness System failures; e.g., anti-ice, hydraulics, electrical, etc.
Rotorcraft, Gyroplane Takeoff and landings (normal, crosswind, short and soft-field) Go-arounds Maneuvering during slow flight Simulated emergency approach and landing Systems and equipment malfunctions Lighter-Than-Air, Free Balloon Lift-offs and ascents Descents and landings (normal and high-wind) Level flight and contour flying Emergency Note: CFI's should review the applicable PTS to determine which maneuvers and procedures are associated with original pilot certification in that category and class.