Materials Contained in the Instrument Rating Airplane Practical Test Standards
FAA-S-8081-4C  Change 2 03/11/99

Practical Test Standard Concept Instrument Rating Practical Test Prerequisites Examiner Responsibility Letter of Discontinuance Metric Conversion Initiative
Practical Test Book Description Aircraft and Equipment Required for the Practical Test Satisfactory Performance Crew Resource Management (CRM) Positive Exchange of Flight Controls
Use of the Practical Test Standards Book Use of FAA-Approved Flight Simulator or Flight Training Device Unsatisfactory Performance Applicant’s Use of Checklists Flight Instructor Responsibility
Use of Distractions During Practical Tests Emphasis on Attitude Instrument Flying and Partial-Panel Skills

Instrument Rating | Instrument Proficiency Check | Instrument Rating Practical Test Standards

INTRODUCTION

General Information

The Flight Standards Service of the Federal Aviation Administration (FAA) has developed this practical test standards book to be used by FAA inspectors and designated pilot examiners when conducting instrument rating—airplane, helicopter, and powered lift practical tests, and instrument proficiency checks for all aircraft. These practical test standards shall also be used for the instrument portion of the commercial pilot–airship practical test. Instructors are expected to use this book when preparing applicants for practical tests. Applicants should be familiar with this book and refer to these standards during their training.

This publication sets forth the practical test requirements for the addition of an instrument rating to a pilot certificate in airplanes, helicopters, and powered-lift aircraft.

Information considered directive in nature is described in this practical test standards book in terms, such as "shall" and "must," indicating the actions are mandatory. Guidance information is described in terms, such as "should" and "may," indicating the actions are desirable or permissive, but not mandatory.

The FAA gratefully acknowledges the valuable assistance provided by many individuals and companies who contributed their time and talent in assisting with the revision of these practical test standards. These practical test standards may be accessed through the FedWorld Information System by computer modem at 703-321-3339. These standards may also be accessed on the Internet at http://www.fedworld.gov/pub/faa-att/faa-att.htm. This address accesses the index of training and testing files in the FAA-ATT Library on FedWorld. Subsequent changes to these standards, in accordance with AC 60-27, Announcement of Availability: Changes to Practical Test Standards, will be available through FedWorld and then later incorporated into a printed revision. For a listing of changes, AFS-600’s Internet web site may be accessed at www.mmac.jccbi.gov/afs/afs600.

This publication may be purchased from the Superintendent of Documents, U.S. Government Printing Office, Washington, DC 20402.

Comments regarding this publication should be sent to:

U.S. Department of Transportation Federal Aviation Administration
Flight Standards Service
Airman Testing Standards Branch, AFS-630
P.O. Box 25082 Oklahoma City, OK 73125

Practical Test Standard Concept index
Title 14 of the Code of Federal Regulations (14 CFR) part 61 specifies the areas in which knowledge and skill must be demonstrated by the applicant before the issuance of an instrument rating. The CFR’s provide the flexibility to permit the FAA to publish practical test standards containing specific TASKS in which pilot competency shall be demonstrated. The FAA will revise this book whenever it is determined that changes are needed in the interest of safety. Adherence to the provisions of the regulations and the practical test standards is mandatory for evaluation of instrument pilot applicants.

Practical Test Book Description index
This test book contains the instrument rating practical test standards for airplane, helicopter, and powered lift. It also contains TASK requirements for the addition of airplane, helicopter, or powered lift, if an instrument rating is possessed by the applicant in at least one other aircraft category. Refer to the commercial pilot–airship practical test standard to determine the instrument TASKS required for that practical test. Required TASKS for instrument proficiency checks (PC) are also contained in these practical test standards.

Practical Test Standards Description index
AREAS OF OPERATION are phases of the practical test arranged in a logical sequence within each standard. They begin with preflight preparation and end with postflight procedures. The examiner may conduct the practical test in any sequence that results in a complete and efficient test. TASKS are titles of knowledge areas, flight procedures, or maneuvers appropriate to an AREA OF OPERATION.

The applicant who holds an airplane, helicopter, or powered lift instrument rating will not have to take the entire test when applying for an added rating. The TASKS required for each additional instrument rating are shown in the Rating Task Table on page 15. Applicants for an instrument proficiency check required by 14 CFR section 61.57, must perform to the standards of the TASKS listed under PC in the Rating Task Table on page 15.

NOTE is used to emphasize special considerations required in the AREA OF OPERATION or TASK.

The REFERENCE identifies the publication(s) that describe(s) the TASK. Descriptions of TASKS are not included in the standards because this information can be found in the current issue of the listed references. Publications other than those listed may be used for references if their content conveys substantially the same meaning as the referenced publications. These practical test standards are based on the following references. The latest revision of these references shall be used.

14 CFR part 61 Certification: Pilots and Flight Instructors
14 CFR part 91 General Operating and Flight Rules
AC 00-6 Aviation Weather
AC 00-45 Aviation Weather Services
AC 60-28 English Language Skill Standards Required by
14 CFR parts 61, 63, and 65
AC 61-21 Flight Training Handbook
AC 61-23 Pilot’s Handbook of Aeronautical Knowledge
AC 61-27 Instrument Flying Handbook
AC 61-84 Role of Preflight Preparation
AC 90-48 Pilot’s Role in Collision Avoidance
AC 90-94 Guidelines for Using Global Positioning Systems
AIM Aeronautical Information Manual
DP’s Instrument Departure Procedures
STAR’s Standard Terminal Arrivals
AFD Airport Facility Directory
FDC NOTAM’s National Flight Data Center Notices to Airmen
IAP Instrument Approach Procedures
Others Pertinent Pilot’s Operating Handbooks
FAA-Approved Flight Manuals
En Route Low Altitude Charts

The Objective lists the important elements that must be satisfactorily performed to demonstrate competency in a TASK. The Objective includes:
1. specifically what the applicant should be able to do;
2. the conditions under which the TASK is to be performed; and
3. the acceptable standards of performance.

Use of the Practical Test Standards Book index
The instrument rating practical test standards are designed to evaluate competency in both knowledge and skill.The FAA requires that all practical tests be conducted in accordance with the appropriate practical test standards and the policies set forth in the INTRODUCTION. Instrument rating applicants shall be evaluated in ALL TASKS included in the AREAS OF OPERATION of the appropriate practical test standard (unless instructed or noted otherwise). In preparation for each practical test, the examiner shall develop a written "plan of action." The "plan of action" shall include all TASKS in each AREA OF OPERATION. If the elements in one TASK have already been evaluated in another TASK, they need not be repeated. For example: the "plan of action" need not include evaluating the applicant on complying with markings, signals, and clearances at the end of the flight if that element was sufficiently observed at the beginning of the flight. Any TASKS selected for evaluation during a practical test shall be evaluated in its entirety. 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 book, 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.

The examiner is not required to follow the precise order in which the AREAS OF OPERATION and TASKS appear in this book. The examiner may change the sequence or combine TASKS with similar Objectives to have an orderly and efficient flow of the practical test. For example, emergency descents may be combined with high altitude operations. The examiner’s "plan of action" shall include the order and combination of TASKS to be demonstrated by the applicant in a manner that will result in an efficient and valid test.

Examiners shall place special emphasis upon areas of aircraft operation that are most critical to flight safety. Among these are precise aircraft control and sound judgment in Aeronautical Decision Making (ADM). Although these areas may or may not be shown under each TASK, they are essential to flight safety and shall receive careful evaluation throughout the practical test. If these areas are shown in the Objective, additional emphasis shall be placed on them. THE EXAMINER SHALL ALSO EMPHASIZE STALL/SPIN AWARENESS, WAKE TURBULENCE AVOIDANCE, LOW LEVEL WIND SHEAR, COLLISION AVOIDANCE, RUNWAY INCURSION AVOIDANCE, AND CHECKLIST USAGE.

Practical Test Prerequisites: Instrument Rating index
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;
3. obtain the applicable instruction and aeronautical experience prescribed for the instrument rating sought;
4. hold at least a current third-class medical certificate;
5. be able to read, speak, write, and understand the English language; and
6. obtain a written statement from an authorized flight instructor certifying that the applicant has been given flight instruction 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 Flight Standards District Office (FSDO). English language requirements should be determined to be met prior to beginning the practical test.

Aircraft and Equipment Required for the Practical Test index
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 air traffic control (ATC), and for the performance of two of the following nonprecision approaches: (VOR, NDB, GPS, LOC, LDA, SDF) and one precision approach: (glide slope, localizer, marker beacon, and approach lights).

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 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 index
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. 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, etc. 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. At least 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.

Examiner Responsibility index
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. 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.

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. Most helicopters certified for IFR operations must be flown using two pilots or a single pilot with an approved autopilot or a stability augmentation system (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. 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 index
Satisfactory performance to meet the requirements for certification is based on the applicant’s ability to safely:
1. perform the approved 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 proficiency 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 index
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. The examiner or applicant may discontinue the test at any time after the failure of an AREA OF OPERATION which makes the applicant ineligible for the certificate or rating sought. The test will be continued only with the consent of the applicant. If the test is either continued or discontinued, the applicant is entitled to credit for only those AREAS OF OPERATION satisfactorily performed. However, during the retest and at the discretion of the examiner, any TASK may be reevaluated including those previously passed.

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 disapproval notice is issued, the examiner shall record the applicant’s unsatisfactory performance in terms of AREA OF OPERATIONS appropriate to the practical test conducted.

Letter of Discontinuance index
When a practical test is discontinued for reasons other than unsatisfactory performance (i.e., equipment failure, weather, illness), FAA Form 8710.1, Airman Certificate and/or Rating Application, and, if applicable, AC Form 8080-2, Airman Knowledge Test Report, shall 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 AREAS OF OPERATION 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.

Crew Resource Management (CRM) index
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, it is a set of skill competencies that must be evident in all TASKS in this practical test standard as applied to either single pilot or a crew operation. Examiners are required to exercise proper CRM competencies in conducting tests as well as expecting the same from applicants.

Applicant’s Use of Checklists index
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 unfeasible, especially in a single-pilot operation. In this case, the method might demand the need to review the checklist after the elements have been met. In any case, use of a checklist must consider proper scanning vigilance and division of attention at all times.

Use of Distractions During Practical Tests index
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 index
To assist the pilots in understanding and using the metric measurement system, the practical test standards refer 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 or even altitude as necessary.

Positive Exchange of Flight Controls index
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.

Flight Instructor Responsibility index
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 pilot 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.

Throughout the applicant’s training, the flight instructor is responsible for emphasizing the performance of effective visual scanning, collision avoidance, and runway incursion avoidance procedures. These areas are covered, in part, in AC 90-48, Pilot’s Role in Collision Avoidance;

AC 61-21, Flight Training Handbook; AC 61-23, Pilot’s Handbook of Aeronautical Knowledge; and the Aeronautical Information Manual.

Emphasis on Attitude Instrument Flying and Partial-Panel Skills index
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 gyroscopic heading and attitude indicators.

Many of the light aircraft operated in instrument meteorological conditions (IMC) are not equipped with dual, independent, gyroscopic heading or attitude indicators and in many cases are equipped with only a single-vacuum source. Therefore, the FAA has stressed that it is imperative for instrument pilots to acquire and maintain adequate partial-panel instrument skills and that they be cautioned not to be overly reliant upon the gyro-instrument systems.

The instrument rating practical test standards place increased emphasis on basic attitude instrument flying and require the demonstration of partial-panel, nonprecision instrument approach procedures.

Applicants may have an unfair advantage during partial-panel TASKS during an instrument approach due to the location of the magnetic compass in some aircraft. When cross-checking 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 outside 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.

AREA OF OPERATION IV requires the performance of basic instrument flight TASKS under both full-panel and partial-panel conditions. These TASKS are described in detail in AC 61-27, Instrument Flying Handbook. The TASKS require a knowledge of attitude instrument flying procedures and a demonstration of the skills to perform the basic instrument maneuvers with full-instrument-panel and with certain instruments inoperative. The attitude instrument flying system of teaching is described in AC 61-27 and is recommended by the FAA because it requires specific knowledge and interpretation of each individual instrument during training. The Instrument Flight Instructor Lesson Guide in AC 61-27 also provides a course of training which is designed to develop the student’s partial-panel skills. A nonprecision partial-panel approach 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 partial-panel approach in IMC becomes necessary, a less difficult precision approach should be requested, if available. Sound judgment would normally dictate such requests. However, this TASK during the instrument practical test requires that a nonprecision approach be performed. Examiners should determine that the applicant demonstrates competency in either the PRIMARY and SUPPORTING or the CONTROL and PERFORMANCE CONCEPT method of instrument flying.

Instrument Rating | Instrument Proficiency Check | Instrument Rating Practical Test Standards