S.      Department of Transportation

FederalAviation Administration

 

FAA-S-ACS-6A

(Change 1)

 

 

 

 

Private Pilot ‒ Airplane

Airman Certification Standards

 

 

 

 

 

 

June 2017

 

 

 

 

 

 

 

Flight Standards Service Washington, DC 20591

Acknowledgments

 

The U.S. Department of Transportation, Federal Aviation Administration (FAA), Airman Testing Standards Branch, AFS-630, P.O. Box 25082, Oklahoma City, OK 73125 developed this Airman Certification Standards (ACS) document with the assistance of the aviation community. The FAA gratefully acknowledges the valuable support from the many individuals and organizations who contributed their time and expertise to assist in this endeavor.

 

Availability

 

This ACS is available for download from www.faa.gov. Please send comments regarding this document to AFS630comments@faa.gov.

Material in FAA-S-ACS-6A will be effective June 12, 2017. All previous editions of the Private Pilot – Airplane Airman Certification Standards will be obsolete as of this date for airplane applicants.

Foreword

 

The Federal Aviation Administration (FAA) has published the Private Pilot – Airplane Airman Certification Standards (ACS) document to communicate the aeronautical knowledge, risk management, and flight proficiency standards for the private pilot certification in the airplane category, single-engine land and sea; and multiengine land and sea classes. This ACS incorporates and supersedes FAA-S-ACS-6, Private Pilot-Airplane Airman Certification Standards, Change 1.

The FAA views the ACS as the foundation of its transition to a more integrated and systematic approach to airman certification. The ACS is part of the safety management system (SMS) framework that the FAA uses to mitigate risks associated with airman certification training and testing. Specifically, the ACS, associated guidance, and test question components of the airman certification system are constructed around the four functional components of an SMS:

§  Safety Policy that defines and describes aeronautical knowledge, flight proficiency, and risk management as integrated components of the airman certification system;

§  Safety Risk Management processes through which both internal and external stakeholders identify changes in regulations, safety recommendations, or other factors. These changes are then evaluated to determine whether they require modification of airman testing and training materials;

§  Safety Assurance processes to ensure the prompt and appropriate incorporation of changes arising from new regulations and safety recommendations; and

§  Safety Promotion in the form of ongoing engagement with both external stakeholders (e.g., the aviation training industry) and FAA policy divisions.

The FAA has developed this ACS and its associated guidance in collaboration with a diverse group of aviation training experts. The goal is to drive a systematic approach to all components of the airman certification system, including knowledge test question development and conduct of the practical test. The FAA acknowledges and appreciates the many hours that these aviation experts have contributed toward this goal. This level of collaboration, a hallmark of a robust safety culture, strengthens and enhances aviation safety at every level of the airman certification system.

 

 

 

 

/s/ May 17, 2017 John S. Duncan

 

Director, Flight Standards Service



 

 

Document #

Description

Revision Date

 

FAA-S-8081-14B

Private Pilot Practical Test Standards for Airplane, (Changes 1-6)

 

November 2011

 

FAA-S-ACS-6

Private Pilot – Airplane Airman Certification Standards

 

June 1, 2016

 

FAA-S-ACS-6

Private Pilot – Airplane Airman Certification Standards (Change 1)

 

June 15, 2016

 

FAA-S-ACS-6A

Private Pilot – Airplane Airman Certification Standards (Change 1)

 

June 12, 2017

 

 

Change 1 – June 12, 2017

 

·         Revised title of Area of Operations IV from “Takeoffs, Landing and Go-Arounds” to “Takeoffs, Landings, and Go-Arounds” (page 20).

·         Corrected ACS codes for Skill elements 4 through 8 in Area of Operations IV. Takeoffs, Landings, and Go-Arounds, Task M. Forward Slip to a Landing (ASEL, ASES) (page 32).

·         Corrected ACS codes for Knowledge elements 1a through 5 in Area of Operations IX. Emergency Operations, Task B. Emergency Approach and Landing (Simulated) (ASEL, ASES) (page 51).

·         Corrected ACS code for Risk Management element 6 in Area of Operations X. Multiengine Operations, Task A. Maneuvering with One Engine Inoperative (AMEL, AMES) (page 57).

·         Removed “Flight Plan Form” from Practical Test Checklist (Applicant) in Appendix 5: Practical Test Roles, Responsibilities, and Outcomes (page A-11).



 

 

·         Revised the “Using the ACS” section in the Introduction.

·         Revised all Tasks in all Areas of Operation to include more generalized element descriptions.

·         Removed Task J. Principles of Flight –Engine Inoperative (AMEL, AMES) from Area of Operation I. Preflight Preparation.

·         Updated the following Appendices:

o    Appendix 1: The Knowledge Test Eligibility, Prerequisites, and Testing Centers.

o    Appendix 5: Practical Test Roles, Responsibilities, and Outcomes.

o    Appendix 6: Safety of Flight

o    Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations

o    Appendix 9: References.

o    Appendix 10: Abbreviations and Acronyms.

This page intentionally left blank.

Table of Contents

Introduction 1

Airman Certification Standards Concept 1

Using the ACS 1

       I.            Preflight Preparation 3

                            A.            Pilot Qualifications 3

                             B.            Airworthiness Requirements 4

                             C.            Weather Information 5

                            D.            Cross-Country Flight Planning 6

                             E.            National Airspace System 7

                              F.            Performance and Limitations 8

                            G.            Operation of Systems 9

                            H.            Human Factors 10

                               I.            Water and Seaplane Characteristics, Seaplane Bases, Maritime Rules, and Aids to Marine

Navigation (ASES, AMES) 11

    II.            Preflight Procedures 12

                            A.            Preflight Assessment 12

                             B.            Flight Deck Management 13

                             C.            Engine Starting 14

                            D.            Taxiing (ASEL, AMEL) 15

                             E.            Taxiing and Sailing (ASES, AMES) 16

                              F.            Before Takeoff Check 17

 III.            Airport and Seaplane Base Operations 18

                            A.            Communications and Light Signals 18

                             B.            Traffic Patterns 19

 IV.            Takeoffs, Landings, and Go-Arounds 20

                            A.            Normal Takeoff and Climb 20

                             B.            Normal Approach and Landing 21

                             C.            Soft-Field Takeoff and Climb (ASEL) 22

                            D.            Soft-Field Approach and Landing (ASEL) 23

                             E.            Short-Field Takeoff and Maximum Performance Climb (ASEL, AMEL) 24

                              F.            Short-Field Approach and Landing (ASEL, AMEL) 25

                            G.            Confined Area Takeoff and Maximum Performance Climb (ASES, AMES) 26

                            H.            Confined Area Approach and Landing (ASES, AMES) 27

                               I.            Glassy Water Takeoff and Climb (ASES, AMES) 28

                               J.            Glassy Water Approach and Landing (ASES, AMES) 29

                            K.            Rough Water Takeoff and Climb (ASES, AMES) 30

                             L.            Rough Water Approach and Landing (ASES, AMES) 31

                           M.            Forward Slip to a Landing (ASEL, ASES) 32

                            N.            Go-Around/Rejected Landing 33

    V.            Performance and Ground Reference Maneuvers 34

                            A.            Steep Turns 34

                             B.            Ground Reference Maneuvers 35

 VI.            Navigation 36

                            A.            Pilotage and Dead Reckoning 36

                             B.            Navigation Systems and Radar Services 37

                             C.            Diversion 38

                            D.            Lost Procedures 39

VII.            Slow Flight and Stalls 40

                            A.            Maneuvering During Slow Flight 40

                             B.            Power-Off Stalls 41

                             C.            Power-On Stalls 42

                            D.            Spin Awareness 43

VIII.            Basic Instrument Maneuvers 44

                            A.            Straight-and-Level Flight 44

                             B.            Constant Airspeed Climbs 45

                             C.            Constant Airspeed Descents 46

                            D.            Turns to Headings 47

                             E.            Recovery from Unusual Flight Attitudes 48

                              F.            Radio Communications, Navigation Systems/Facilities, and Radar Services 49

 IX.            Emergency Operations 50

                            A.            Emergency Descent 50

                             B.            Emergency Approach and Landing (Simulated) (ASEL, ASES) 51

                             C.            Systems and Equipment Malfunction 52

                            D.            Emergency Equipment and Survival Gear 53

                             E.            Engine Failure During Takeoff Before VMC (Simulated) (AMEL, AMES) 54

                              F.            Engine Failure After Liftoff (Simulated) (AMEL, AMES) 55

                            G.            Approach and Landing with an Inoperative Engine (Simulated) (AMEL, AMES) 56

    X.            Multiengine Operations 57

                            A.            Maneuvering with One Engine Inoperative (AMEL, AMES) 57

                             B.            VMC Demonstration (AMEL, AMES) 58

                             C.            Engine Failure During Flight (by Reference to Instruments) (AMEL, AMES) 59

                            D.            Instrument Approach and Landing with an Inoperative Engine (Simulated) (by Reference to

Instruments) (AMEL, AMES) 60

 XI.            Night Operations 61

                            A.            Night Preparation 61

XII.            Postflight Procedures 62

                            A.            After Landing, Parking and Securing (ASEL, AMEL) 62

                             B.            Seaplane Post-Landing Procedures (ASES, AMES) 63

 

Appendix Table of Contents 65

Introduction

 

Airman Certification Standards Concept

 

The goal of the airman certification process is to ensure the applicant possesses the knowledge, ability to manage risks, and skill consistent with the privileges of the certificate or rating being exercised, in order to act as Pilot-in- command (PIC).

In fulfilling its responsibilities for the airman certification process, the Federal Aviation Administration (FAA) Flight Standards Service (AFS) plans, develops, and maintains materials related to airman certification training and testing. These materials have included several components. The FAA knowledge test measures mastery of the aeronautical knowledge areas listed in Title 14 of the Code of Federal Regulations (14 CFR) part 61. Other materials, such as handbooks in the FAA-H-8083 series, provide guidance to applicants on aeronautical knowledge, risk management, and flight proficiency.

Safe operations in today’s National Airspace System (NAS) require integration of aeronautical knowledge, risk management, and flight proficiency standards. To accomplish these goals, the FAA drew upon the expertise of organizations and individuals across the aviation and training community to develop the Airman Certification Standards (ACS). The ACS integrates the elements of knowledge, risk management, and skill listed in 14 CFR part 61 for each airman certificate or rating. It thus forms a more comprehensive standard for what an applicant must know, consider, and do for the safe conduct and successful completion of each Task to be tested on both the qualifying FAA knowledge test and the oral and flight portions of the practical test.

Through the ground and flight portion of the practical test, the FAA expects evaluators to assess the applicant's mastery of the topic in accordance with the level of learning most appropriate for the specified Task. The oral questioning will continue throughout the entire practical test. For some topics, the evaluator will ask the applicant to describe or explain. For other items, the evaluator will assess the applicant's understanding by providing a scenario that requires the applicant to appropriately apply and/or correlate knowledge, experience, and information to the circumstances of the given scenario. The flight portion of the practical test requires the applicant to demonstrate knowledge, risk management, flight proficiency, and operational skill in accordance with the ACS.

Note: As used in the ACS, an evaluator is any person authorized to conduct airman testing (e.g., an FAA Aviation Safety Inspector (ASI), Designated Pilot Examiner (DPE), or other individual authorized to conduct test for a certificate or rating).

 

Using the ACS

 

The ACS consists of Areas of Operation arranged in a logical sequence, beginning with Preflight Preparation and ending with Postflight Procedures. Each Area of Operation includes Tasks appropriate to that Area of Operation. Each Task begins with an Objective stating what the applicant should know, consider, and/or do. The ACS then lists the aeronautical knowledge, risk management, and skill elements relevant to the specific Task, along with the conditions and standards for acceptable performance. The ACS uses Notes to emphasize special considerations. The ACS uses the terms "will" and "must" to convey directive (mandatory) information. The term “may” denotes items that are recommended but not required. The References for each Task indicate the source material for Task elements. For example, in Tasks such as “Weather products required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight.” (PA.I.C.K2), the applicant should be prepared for questions on any weather product presented in the references for that Task.

The abbreviation(s) within parentheses immediately following a Task refer to the category and/or class aircraft appropriate to that Task. The meaning of each abbreviation is as follows:

ASEL: Airplane –Single-EngineLandASES: Airplane –Single-EngineSeaAMEL: Airplane –MultiengineLand AMES: Airplane – MultiengineSea

 

Note: When administering a test, the Tasks appropriate to the class airplane (ASEL, ASES, AMEL, or AMES) used for the test must be included in the plan of action. The absence of a class indicates the Task is for all classes.

Each Task in the ACS is coded according to a scheme that includes four elements. For example:

PA.XI.A.K1:

PA = Applicable ACS (Private Pilot ‒ Airplane)

XI = Area of Operation (NightOperations)

A = Task (NightPreparation)

K1 = Task element Knowledge 1 (Physiological aspects of night flying as it relates to vision.)

 

Knowledge test questions are linked to the ACS codes, which will soon replace the system of Learning Statement Codes (LSC). After this transition occurs, the Airman Knowledge Test Report (AKTR) will list an ACS code that correlates to a specific Task element for a given Area of Operation and Task. Remedial instruction and re-testing will be specific, targeted, and based on specified learning criteria. Similarly, a Notice of Disapproval for the practical test will use the ACS codes to identify the deficient Task elements.

Thecurrentknowledgetestmanagementsystem does nothavethecapabilitytoprintACScodes.Untilanewtest management system is in place, the LSC (e.g., “PLT058”) code will continue to be displayed on the AKTR. The LSC codes are linked to references leading to broad subject areas. By contrast, each ACS code is tied to a unique Task element in the ACS itself. Because of this fundamental difference, there is no one-to-one correlation between LSC codes and ACScodes.

Because all active knowledge test questions for the Private Pilot Airplane (PAR) Knowledge Test have been aligned with the corresponding ACS, evaluators can continue to use LSC codes in conjunction with the ACS for the time being. The evaluator should look up the LSC code(s) on the applicant’s AKTR in the Learning Statement Reference Guide. After noting the subject area(s), the evaluator can use the corresponding Area(s) of Operation/Task(s) in the ACS to narrow the scope of material for retesting, and to evaluate the applicant’s understanding of that material in the context of the appropriate ACS Area(s) of Operation and Task(s).

Applicants for a combined Private Pilot Certificate with Instrument Rating, in accordance with 14 CFR part 61, section 61.65 (a) and (g), must pass all areas designated in the Private Pilot – Airplane ACS and the Instrument Rating – Airplane ACS. Evaluators need not duplicate Tasks. For example, only one preflight demonstration would be required; however, the Preflight Task from the Instrument Rating – Airplane ACS would be more extensive than the Preflight Task from the Private Pilot – Airplane ACS to ensure readiness for Instrument Flight Rules (IFR) flight.

A combined checkride should be treated as one practical test, requiring only one application and resulting in only one temporary certificate, disapproval notice, or letter of discontinuance, as applicable. Failure of any Task will result in a failure of the entire test and application. Therefore, even if the deficient maneuver was instrument related and the performance of all visual flight rules (VFR) Tasks was determined to be satisfactory, the applicant will receive a notice of disapproval.

The applicant must pass the Private Pilot Airplane (PAR) Knowledge Test before taking the private pilot practical test. The practical test is conducted in accordance with the ACS and FAA regulations that are current as of the date of the test. Further, the applicant must pass the ground portion of the practical test before beginning the flight portion.

The ground portion of the practical test allows the evaluator to determine whether the applicant is sufficiently prepared to advance to the flight portion of the practical test. The oral questioning will continue throughout the entire practical test.

 

The FAA encourages applicants and instructors to use the ACS when preparing for knowledge tests and practical tests. The FAA will revise the ACS as circumstances require.



 

 

Task

A. Pilot Qualifications

References

14 CFR parts 61, 68, 91; FAA-H-8083-2, FAA-H-8083-25

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with airman and medical certificates including privileges, limitations,

currency, and operating as pilot-in-command (PIC) as a private pilot.

Knowledge

The applicant demonstrates understanding of:

PA.I.A.K1

Certification requirements (This phrase is somewhat vague. Is it referring to--What is required to get the certificate? Or What does a certificate require to operate an aircraft)

(§61.3 Requirement for certificates, ratings, and authorizations(this shows what ID required to Operate a civil aircraft) (1) Pilot certificate issued according to 61.19, (2) Photo ID (Drivers Lic., (3) Medical certificate (all 3 IDs must be in the person's physical possession or readily accessible when operating aircraft)

(Requirements to GET a certificate: To get a Priv. Pilot Lic., Initially, you need 40 hrs of flt time, §61.109 Aeronautical experience in areas required by §61.105 Aeronautical knowledge and §61.107 Flight proficiency., §61.2 Exercise of Privilege (a) essentially states you can’t fly if your (1) Pilot Lic., (2) Medical cert and/or (3) Driver’s Lic.( Used as photo ID) are expired and/or (b) you aren’t current: haven’t had your flt rvw and/or your medical is out of date),

currency (61.2 Exercise of Privilege (b) (1) Currency. No person may:

(1) Exercise privileges of an airman certificate, rating, endorsement, or authorization issued under this part unless that person meets the appropriate airman and medical recency requirements of this part, specific to the operation or activity.,

(To Fly Yourself-requirements)(any license type)

§61.56 Flight review. -to fly at all(To Fly Yourself), you need a flt rvw evy 24 cal. mths;
[
(a) Except as provided in paragraphs (b) and (f) of this section, a flight review consists of a minimum of 1 hour of flight training and 1 hour of ground training. The review must include:

 

(1) A review of the current general operating and flight rules of part 91 of this chapter; and

 

(2) A review of those maneuvers and procedures that, at the discretion of the person giving the review, are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate.

 

(b) Glider pilots may substitute a minimum of three instructional flights in a glider, each of which includes a flight to traffic pattern altitude, in lieu of the 1 hour of flight training required in paragraph (a) of this section.

 

(c) Except as provided in paragraphs (d), (e), and (g) of this section, no person may act as pilot in command of an aircraft unless, since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, that person has—

 

(1) Accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor and

 

(2) A logbook endorsed from an authorized instructor who gave the review certifying that the person has satisfactorily completed the review.
]

(To Fly Yourself + carry Passengers-Requirements)

§61.57 Recent flight experience: Pilot in command. … to carry passengers, you need-3TOs/3Ldgs in 90 days),
(a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days, and—

 

(i) The person acted as the sole manipulator of the flight controls; and

 

(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel.

(b) Night takeoff and landing experience. (1) Except as provided in paragraph (e) of this section, no person may act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise, and—

 

(i) That person acted as sole manipulator of the flight controls; and

 

(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required).


and record keeping (§61.51 Pilot logbooks information entry requirements).
(a) Training time and aeronautical experience. Each person must document and record the following time in a manner acceptable to the Administrator:

 

(1) Training and aeronautical experience used to meet the requirements for a certificate, rating, or flight review of this part.

 

(2) The aeronautical experience required for meeting the recent flight experience requirements of this part.

 

(b) Logbook entries. For the purposes of meeting the requirements of paragraph (a) of this section, each person must enter the following information for each flight or lesson logged:

 

(1) General—

 

(i) Date.

 

(ii) Total flight time or lesson time.

 

(iii) Location where the aircraft departed and arrived, or for lessons in a flight simulator or flight training device, the location where the lesson occurred.

 

(iv) Type and identification of aircraft, flight simulator, flight training device, or aviation training device, as appropriate.

 

(v) The name of a safety pilot, if required by §91.109 of this chapter.

 

(2) Type of pilot experience or training—

 

(i) Solo.

 

(ii) Pilot in command.

 

(iii) Second in command.

 

(iv) Flight and ground training received from an authorized instructor.

 

(v) Training received in a flight simulator, flight training device, or aviation training device from an authorized instructor.

 

(3) Conditions of flight—

 

(i) Day or night.

 

(ii) Actual instrument.

 

(iii) Simulated instrument conditions in flight, a flight simulator, flight training device, or aviation training device.

 

(iv) Use of night vision goggles in an aircraft in flight, in a flight simulator, or in a flight training device.

NOTEI found Nothing in 61.51 about recording # of Landings/Takeoffs in logbook (which is required for the 90 days recent flight experience for pssngr carrying ops)

§61.105 Aeronautical knowledge.

 

(a) General. A person who is applying for a private pilot certificate must receive and log ground training from an authorized instructor or complete a home-study course on the aeronautical knowledge areas of paragraph (b) of this section that apply to the aircraft category and class rating sought.

 

(b) Aeronautical knowledge areas. (1) Applicable Federal Aviation Regulations of this chapter that relate to private pilot privileges, limitations, and flight operations;

 

(2) Accident reporting requirements of the National Transportation Safety Board;

 

(3) Use of the applicable portions of the “Aeronautical Information Manual” and FAA advisory circulars;

 

(4) Use of aeronautical charts for VFR navigation using pilotage, dead reckoning, and navigation systems;

 

(5) Radio communication procedures;

 

(6) Recognition of critical weather situations from the ground and in flight, windshear avoidance, and the procurement and use of aeronautical weather reports and forecasts;

 

(7) Safe and efficient operation of aircraft, including collision avoidance, and recognition and avoidance of wake turbulence;

 

(8) Effects of density altitude on takeoff and climb performance;

 

(9) Weight and balance computations;

 

(10) Principles of aerodynamics, powerplants, and aircraft systems;

 

(11) Stall awareness, spin entry, spins, and spin recovery techniques for the airplane and glider category ratings;

 

(12) Aeronautical decision making and judgment; and

 

(13) Preflight action that includes—

 

(i) How to obtain information on runway lengths at airports of intended use, data on takeoff and landing distances, weather reports and forecasts, and fuel requirements; and

 

(ii) How to plan for alternatives if the planned flight cannot be completed or delays are encountered.

 

[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61-103, 62 FR 40902, July 30, 1997]

 

 

return arrow Back to Top

 

§61.107 Flight proficiency.

 

(a) General. A person who applies for a private pilot certificate must receive and log ground and flight training from an authorized instructor on the areas of operation of this section that apply to the aircraft category and class rating sought.

 

(b) Areas of operation. (1) For an airplane category rating with a single-engine class rating:

 

(i) Preflight preparation;

 

(ii) Preflight procedures;

 

(iii) Airport and seaplane base operations;

 

(iv) Takeoffs, landings, and go-arounds;

 

(v) Performance maneuvers;

 

(vi) Ground reference maneuvers;

 

(vii) Navigation;

 

(viii) Slow flight and stalls;

 

(ix) Basic instrument maneuvers;

 

(x) Emergency operations;

 

(xi) Night operations, except as provided in §61.110 of this part; and

 

(xii) Postflight procedures.


§61.109 Aeronautical experience.

 

(a) For an airplane single-engine rating. Except as provided in paragraph (k) of this section, a person who applies for a private pilot certificate with an airplane category and single-engine class rating must log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in §61.107(b)(1) of this part, and the training must include at least—

 

(1) 3 hours of cross-country flight training in a single-engine airplane;

 

(2) Except as provided in §61.110 of this part, 3 hours of night flight training in a single-engine airplane that includes—

 

(i) One cross-country flight of over 100 nautical miles total distance; and

 

(ii) 10 takeoffs and 10 landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport.

 

(3) 3 hours of flight training in a single-engine airplane on the control and maneuvering of an airplane solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, recovery from unusual flight attitudes, radio communications, and the use of navigation systems/facilities and radar services appropriate to instrument flight;

 

(4) 3 hours of flight training with an authorized instructor in a single-engine airplane in preparation for the practical test, which must have been performed within the preceding 2 calendar months from the month of the test; and

 

(5) 10 hours of solo flight time in a single-engine airplane, consisting of at least—

 

(i) 5 hours of solo cross-country time;

 

(ii) One solo cross country flight of 150 nautical miles total distance, with full-stop landings at three points, and one segment of the flight consisting of a straight-line distance of more than 50 nautical miles between the takeoff and landing locations; and

 

(iii) Three takeoffs and three landings to a full stop (with each landing involving a flight in the traffic pattern) at an airport with an operating control tower.

PA.I.A.K2

Privileges

(§61.113 Private pilot privileges and limitations: Pilot in command.-

(b) A private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if:

 

(1) The flight is only incidental to that business or employment; and

 

(2) The aircraft does not carry passengers or property for compensation or hire.

 

 

(d) A private pilot may act as pilot in command of a charitable, nonprofit, or community event flight described in §91.146, if the sponsor and pilot comply with the requirements of §91.146.

 

(e) A private pilot may be reimbursed for aircraft operating expenses that are directly related to search and location operations, provided the expenses involve only fuel, oil, airport expenditures, or rental fees, and the operation is sanctioned and under the direction and control of:

 

(1) A local, State, or Federal agency; or

 

(2) An organization that conducts search and location operations.

 

(f) A private pilot who is an aircraft salesman and who has at least 200 hours of logged flight time may demonstrate an aircraft in flight to a prospective buyer.

 

(g) A private pilot who meets the requirements of §61.69 may act as a pilot in command of an aircraft towing a glider or unpowered ultralight vehicle.

 

(h) A private pilot may act as pilot in command for the purpose of conducting a production flight test in a light-sport aircraft intended for certification in the light-sport category under §21.190 of this chapter, provided that—

 

(1) The aircraft is a powered parachute or a weight-shift-control aircraft;

 

(2) The person has at least 100 hours of pilot-in-command time in the category and class of aircraft flown; and

 

(3) The person is familiar with the processes and procedures applicable to the conduct of production flight testing, to include operations conducted under a special flight permit and any associated operating limitations.

 

(i) A private pilot may act as pilot in command of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the pilot holds a valid U.S. driver's license, meets the requirements of §61.23(c)(3), and complies with this section and all of the following conditions and limitations:

 

(1) The aircraft is authorized to carry not more than 6 occupants, has a maximum takeoff weight of not more than 6,000 pounds, and is operated with no more than five passengers on board; and

 

(2) The flight, including each portion of the flight, is not carried out—

 

(i) At an altitude that is more than 18,000 feet above mean sea level;

 

(ii) Outside the United States unless authorized by the country in which the flight is conducted; or

 

(iii) At an indicated airspeed exceeding 250 knots; and

 

(3) The pilot has available in his or her logbook—

 

(i) The completed medical examination checklist required under §68.7 of this chapter; and

 

(ii) The certificate of course completion required under §61.23(c)(3).

 

[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997, as amended by Amdt. 61-110, 69 FR 44869, July 27, 2004; Amdt. 61-115, 72 FR 6910, Feb. 13, 2007; Amdt. 61-125, 75 FR 5220, Feb. 1, 2010; Docket FAA-2016-9157, Amdt. 61-140, 82 FR 3165, Jan. 11, 2017]

 

 

 

§61.2 Exercise of Privilege.

 

(a) Validity. No person may:

 

(1) Exercise privileges of a certificate, rating, endorsement, or authorization issued under this part if the certificate, rating or authorization is surrendered, suspended, revoked or expired.

§61.2 Exercise of Privilege

(b) Currency. No person may: (1)- Exercise privileges of an airman certificate, rating, endorsement, or authorization issued under this part unless that person meets the appropriate airman and medical recency requirements of this part



NOTE!! 14 CFR 61.47(b) gives the student pilot Pilot-in-Command (PIC) authority during the practical exam

§61.47 Status of an examiner who is authorized by the Administrator to conduct practical tests.

 

(a) An examiner represents the Administrator for the purpose of conducting practical tests for certificates and ratings issued under this part and to observe an applicant's ability to perform the areas of operation on the practical test.

 

(b) The examiner is not the pilot in command of the aircraft during the practical test unless the examiner agrees to act in that capacity for the flight or for a portion of the flight by prior arrangement with:

 

(1) The applicant; or

 

(2) A person who would otherwise act as pilot in command of the flight or for a portion of the flight.

 

(c) Notwithstanding the type of aircraft used during the practical test, the applicant and the examiner (and any other occupants authorized to be on board by the examiner) are not subject to the requirements or limitations for the carriage of passengers that are specified in this chapter.

 

[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61-103, 62 FR 40897, July 30, 1997]


and limitations

(§61.113 Private pilot privileges and limitations: Pilot in command.-

(a) Except as provided in paragraphs (b) through (h) of this section, no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft.

 

(c) A private pilot may not pay less than the pro rata share of the operating expenses of a flight with passengers, provided the expenses involve only fuel, oil, airport expenditures, or rental fees.

 

(i) A private pilot may act as pilot in command of an aircraft without holding a medical certificate issued under part 67 of this chapter provided the pilot holds a valid U.S. driver's license, meets the requirements of §61.23(c)(3), and complies with this section and all of the following conditions and limitations:

 

(1) The aircraft is authorized to carry not more than 6 occupants, has a maximum takeoff weight of not more than 6,000 pounds, and is operated with no more than five passengers on board; and

 

(2) The flight, including each portion of the flight, is not carried out—

 

(i) At an altitude that is more than 18,000 feet above mean sea level;

 

(ii) Outside the United States unless authorized by the country in which the flight is conducted; or

 

(iii) At an indicated airspeed exceeding 250 knots; and

 

(3) The pilot has available in his or her logbook—

 

(i) The completed medical examination checklist required under §68.7 of this chapter; and

 

(ii) The certificate of course completion required under §61.23(c)(3).

 

[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997, as amended by Amdt. 61-110, 69 FR 44869, July 27, 2004; Amdt. 61-115, 72 FR 6910, Feb. 13, 2007; Amdt. 61-125, 75 FR 5220, Feb. 1, 2010; Docket FAA-2016-9157, Amdt. 61-140, 82 FR 3165, Jan. 11, 2017]


§61.117 Private pilot privileges and limitations: Second in command of aircraft requiring more than one pilot.

 

Except as provided in §61.113 of this part, no private pilot may, for compensation or hire, act as second in command of an aircraft that is type certificated for more than one pilot, nor may that pilot act as second in command of such an aircraft that is carrying passengers or property for compensation or hire.

 

[Doc. No. 25910, 62 FR 16298, Apr. 4, 1997; Amdt. 61-103, 62 FR 40904, July 30, 1997]

PA.I.A.K3

Medical certificates (§61.23 Medical certificates: Requirement and duration): class (1,2 and 3), expiration (>40, exp in 24 cal mths), privileges(1st class medical can be atp pilot, 2 class can be commercial pilot, 3 rd class can exercise private pilot cert),

temporary disqualifications (§61.53 Prohibition on operations during medical deficiency-- a person shall not act as pilot in command, or in any other capacity as a required pilot flight crewmember, while that person knows or has reason to know of any medical condition and/or medication currently being taken that would make the person unable to operate the aircraft in a safe manner.).

PA.I.A.K4

Documents required to exercise private pilot privileges (§61.3 Requirement for certificates, ratings, and authorizations (this section is about what documentation is required on your person to OPERATE a civil aircraft NOT what is needed to get a certification)-
(1) Pilot Lic.,
(2) Official Photo ID,
(3) Med cert).

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.A.R1

Failure to distinguish proficiency (fully competent—in all areas of 61.107) (§61.107 Flight proficiency) versus currency (meeting bare minimum legal requirements, 14 CFR 61.2(b)(1)-Currency, . §61.56 Flight review(c)(1)-every 24 calendar months, §61.57 Recent flight experience: Pilot in command(a) 3 takeoffs/3 landings in preceding 90-days(to carry passengers)-

To carry passengers at night:
(b) Night takeoff and landing experience. (1) Except as provided in paragraph (e) of this section, no person may act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise, and—

 

(i) That person acted as sole manipulator of the flight controls; and

 

(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required).

PA.I.A.R2

Failure to set personal minimums.(9 sm vsby, 10k CIG)

PA.I.A.R3

Failure to ensure fitness for flight.(PAVE(Pilot, Aircraft, Environment, External), IMSAFE(Illness, Medication, Stress, Alcohol, Fatigue, Eating))

PA.I.A.R4

Flying unfamiliar aircraft, or operating with unfamiliar flight display systems, and avionics.

Skills

The applicant demonstrates the ability to:

PA.I.A.S1

Apply requirements to act as PIC under Visual Flight Rules (VFR) in a scenario given by the evaluator.

 

 

 

Task

B. Airworthiness Requirements

References

14 CFR parts 39, 43, 91; FAA-H-8083-2, FAA-H-8083-25

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with airworthiness requirements, including aircraft certificates.

Knowledge

The applicant demonstrates understanding of:

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General airworthiness requirements and compliance for airplanes, including:

PA.I.B.K1a

a. Certificate location and expiration dates
Subpart C—Equipment, Instrument, and Certificate Requirements

 

§91.203 Civil aircraft: Certifications required.

 

(a) Except as provided in §91.715, no person may operate a civil aircraft unless it has within it the following:

 

(1) An appropriate and current airworthiness certificate. Each U.S. airworthiness certificate used to comply with this subparagraph (except a special flight permit, a copy of the applicable operations specifications issued under §21.197(c) of this chapter, appropriate sections of the air carrier manual required by parts 121 and 135 of this chapter containing that portion of the operations specifications issued under §21.197(c), or an authorization under §91.611) must have on it the registration number assigned to the aircraft under part 47 of this chapter. However, the airworthiness certificate need not have on it an assigned special identification number before 10 days after that number is first affixed to the aircraft. A revised airworthiness certificate having on it an assigned special identification number, that has been affixed to an aircraft, may only be obtained upon application to an FAA Flight Standards district office.

 

(2) An effective U.S. registration certificate issued to its owner or, for operation within the United States, the second copy of the Aircraft registration Application as provided for in §47.31(c), a Certificate of Aircraft registration as provided in part 48, or a registration certification issued under the laws of a foreign country.

 

(b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.


From AFH(2016) 2-2
It must be determined by the pilot that the following documents are, as appropriate, on board, attached, or affixed to the airplane:

(1)Original Airworthiness Certificate (14 CFR part 91, section 91.203)

(2)Original Registration Certificate (14 CFR part 91, section 91.203)

(3)Radio station license for flights outside the United States or airplanes greater than 12,500 pounds (Federal Communications Commission (FCC) rule)

(4)Operating limitations, which may be in the form of an FAA-approved AFM/POH, placards, instrument markings, or any combination thereof (14 CFR part 91, section 91.9)

(5)Official weight and balance (back of POH)

(6)Compass deviation card (14 CFR part 23, section 23.1547)

(7)External data plate (14 CFR part 45, section 45.11)

PA.I.B.K1b

b. Required inspections and aircraft logbook documentation
INSPECTIONS

A1VTAPE

§91.409 Inspections.

 

Annual (91.409 Inspections)

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had—

 

(1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by §43.7 of this chapter

 

100-hr(91.409 Inspections)

(b) Except as provided in paragraph (c) of this section, no person may operate an aircraft carrying any person (other than a crewmember) for hire, and no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service in accordance with part 43 of this chapter or has received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

VOR check (91.171)(if include 30-day VOR ck if flying IFR)

Transponder -24 mth chk (§91.413 ATC transponder tests and inspections., 24 cal mth check)

Altimeter/Pitot-static 24 mth ck (if IFR) (§91.411 Altimeter system and altitude reporting equipment tests and inspections.)

Emergency Locator Transmitter(ELT) – 12 mth ck (ELT) (91.207(d)—12 mth check, also check batteries if <50% power, 91.207(d))

 

from AFH (FAA-H-8083-3B)

Current status of life limited parts per Type Certificate Data Sheets (TCDS) (14 CFR part 91, section 91.417)

Status, compliance, logbook entries for airworthiness directives (ADs) (14 CFR part 91, section 91.417(a)(2)(v))

Federal Aviation Administration (FAA) Form 337, Major Repair or Alteration (14 CFR part 91, section 91.417)

Inoperative equipment (14 CFR part 91, section 91.213)

 

Airworthiness Directive (AD) compliance for specific airplane 172R Serial # (see AD compliance log)


Logbook documentation

§43.11 Content, form, and disposition of records for inspections conducted under parts 91 and 125 and §§135.411(a)(1) and 135.419 of this chapter.

(a)

(4) Except for progressive inspections, if the aircraft is found to be airworthy and approved for return to service, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”

 

(5) Except for progressive inspections, if the aircraft is not approved for return to service because of needed maintenance, noncompliance with applicable specifications, airworthiness directives, or other approved data, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and a list of discrepancies and unairworthy items dated (date) has been provided for the aircraft owner or operator.”

 

(d) (b) Listing of discrepancies and placards. If the person performing any inspection required by part 91 or 125 or §135.411(a)(1) of this chapter finds that the aircraft is unairworthy or does not meet the applicable type certificate data, airworthiness directives, or other approved data upon which its airworthiness depends, that persons must give the owner or lessee a signed and dated list of those discrepancies. For those items permitted to be inoperative under §91.213(d)(2) of this chapter, that person shall place a placard, that meets the aircraft's airworthiness certification regulations, on each inoperative instrument and the cockpit control of each item of inoperative equipment, marking it “Inoperative,” and shall add the items to the signed and dated list of discrepancies given to the owner or lessee.

 

Log book entries after ANNUAL and 100-hr inspections:

APPROVED

—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”

DISAPPROVED

—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and a list of discrepancies and unairworthy items dated (date) has been provided for the aircraft owner or operator.”



§43.9 Content, form, and disposition of maintenance, preventive maintenance, rebuilding, and alteration records (except inspections performed in accordance with part 91, part 125, §135.411(a)(1), and §135.419 of this chapter).

 

(a) Maintenance record entries. Except as provided in paragraphs (b) and (c) of this section, each person who maintains, performs preventive maintenance, rebuilds, or alters an aircraft, airframe, aircraft engine, propeller, appliance, or component part shall make an entry in the maintenance record of that equipment containing the following information:

 

(1) A description (or reference to data acceptable to the Administrator) of work performed.

 

(2) The date of completion of the work performed.

 

(3) The name of the person performing the work if other than the person specified in paragraph (a)(4) of this section.

 

(4) If the work performed on the aircraft, airframe, aircraft engine, propeller, appliance, or component part has been performed satisfactorily, the signature, certificate number, and kind of certificate held by the person approving the work. The signature constitutes the approval for return to service only for the work performed.

 

(b) Each holder of an air carrier operating certificate or an operating certificate issued under Part 121 or 135, that is required by its approved operations specifications to provide for a continuous airworthiness maintenance program, shall make a record of the maintenance, preventive maintenance, rebuilding, and alteration, on aircraft, airframes, aircraft engines, propellers, appliances, or component parts which it operates in accordance with the applicable provisions of Part 121 or 135 of this chapter, as appropriate.

 

(c) This section does not apply to persons performing inspections in accordance with Part 91, 125, §135.411(a)(1), or §135.419 of this chapter.

 

(d) In addition to the entry required by paragraph (a) of this section, major repairs and major alterations shall be entered on a form, and the form disposed of, in the manner prescribed in appendix B, by the person performing the work.

 

[Amdt. 43-23, 47 FR 41085, Sept. 16, 1982, as amended by Amdt. 43-37, 66 FR 21066, Apr. 27, 2001; Amdt. 43-39, 69 FR 44863, July 27, 2004]




§43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration.

 

(a) Except as provided in this section and §43.17, no person, other than the Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service after it has undergone maintenance, preventive maintenance, rebuilding, or alteration.

 

(b) The holder of a mechanic certificate or an inspection authorization may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 65 of this chapter.

 

(c) The holder of a repair station certificate may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 145 of this chapter.

 

(d) A manufacturer may approve for return to service any aircraft, airframe, aircraft engine, propeller, appliance, or component part which that manufacturer has worked on under §43.3(j). However, except for minor alterations, the work must have been done in accordance with technical data approved by the Administrator.

 

(e) The holder of an air carrier operating certificate or an operating certificate issued under Part 121 or 135, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 121 or 135 of this chapter, as applicable.

 

(f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of §43.3(g).

 

(g) The holder of a repairman certificate (light-sport aircraft) with a maintenance rating may approve an aircraft issued a special airworthiness certificate in light-sport category for return to service, as provided in part 65 of this chapter.

 

(h) The holder of at least a sport pilot certificate may approve an aircraft owned or operated by that pilot and issued a special airworthiness certificate in the light-sport category for return to service after performing preventive maintenance under the provisions of §43.3(g).

 

[Amdt. 43-23, 47 FR 41084, Sept. 16, 1982, as amended by Amdt. 43-36, 61 FR 19501, May 1, 1996; Amdt. 43-37, 66 FR 21066, Apr. 27, 2001; Amdt. 43-39, 69 FR 44863, July 27, 2004]

PA.I.B.K1c

c. Airworthiness Directives and Special Airworthiness Information Bulletins
14 CFR PART 39—AIRWORTHINESS DIRECTIVES

§39.3 Definition of airworthiness directives.

 

FAA's airworthiness directives are legally enforceable rules that apply to the following products: aircraft, aircraft engines, propellers, and appliances.

 

§39.5 When does FAA issue airworthiness directives?

 

FAA issues an airworthiness directive addressing a product when we find that:

 

(a) An unsafe condition exists in the product; and

 

(b) The condition is likely to exist or develop in other products of the same type design.

§39.11 What actions do airworthiness directives require?

 

Airworthiness directives specify inspections you must carry out, conditions and limitations you must comply with, and any actions you must take to resolve an unsafe condition.


Special Airworthiness Information Bulletins

A Special Airworthiness Information Bulletin (SAIB) is an information tool that alerts, educates, and makes recommendations to the aviation community. SAIBs contain non-regulatory information and guidance that does not meet the criteria for an Airworthiness Directive (AD).

PA.I.B.K1d

d. Purpose and procedure for obtaining a special flight permit
14 CFR 21

PART 21—CERTIFICATION PROCEDURES FOR PRODUCTS AND ARTICLES

Purpose for requesting a special flt permit
§21.197 Special flight permits.

 

(a) A special flight permit may be issued for an aircraft that may not currently meet applicable airworthiness requirements but is capable of safe flight, for the following purposes:

 

(1) Flying the aircraft to a base where repairs, alterations, or maintenance are to be performed, or to a point of storage.

Procedure for requesting a special flight permit:
§21.199 Issue of special flight permits.

 

(a) Except as provided in §21.197(c), an applicant for a special flight permit must submit (to the local FSDO) a statement in a form and manner prescribed by the FAA, indicating—

 

(1) The purpose of the flight.

 

(2) The proposed itinerary.

 

(3) The crew required to operate the aircraft and its equipment, e.g., pilot, co-pilot, navigator, etc.

 

(4) The ways, if any, in which the aircraft does not comply with the applicable airworthiness requirements.

 

(5) Any restriction the applicant considers necessary for safe operation of the aircraft.

 

(6) Any other information considered necessary by the FAA for the purpose of prescribing operating limitations.

 

(b) The FAA may make, or require the applicant to make appropriate inspections or tests necessary for safety.

PA.I.B.K2

Pilot-performed preventive maintenance.
14 CFR Appendix A to Part 43—Major Alterations, Major Repairs, and Preventive Maintenance

(c) Preventive maintenance. Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations:

 

(1) Removal, installation, and repair of landing gear tires.

 

(2) Replacing elastic shock absorber cords on landing gear.

 

(3) Servicing landing gear shock struts by adding oil, air, or both.

 

(4) Servicing landing gear wheel bearings, such as cleaning and greasing.

 

(5) Replacing defective safety wiring or cotter keys.

 

(6) Lubrication not requiring disassembly other than removal of nonstructural items such as cover plates, cowlings, and fairings.

 

(7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control surfaces. In the case of balloons, the making of small fabric repairs to envelopes (as defined in, and in accordance with, the balloon manufacturers' instructions) not requiring load tape repair or replacement.

 

(8) Replenishing hydraulic fluid in the hydraulic reservoir.

 

(9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required.

 

(10) Applying preservative or protective material to components where no disassembly of any primary structure or operating system is involved and where such coating is not prohibited or is not contrary to good practices.

 

(11) Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system or interfere with an operating system or affect the primary structure of the aircraft.

 

(12) Making small simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements not changing the contour so as to interfere with proper air flow.

 

(13) Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc.

 

(14) Replacing safety belts.

 

(15) Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.

 

(16) Trouble shooting and repairing broken circuits in landing light wiring circuits.

 

(17) Replacing bulbs, reflectors, and lenses of position and landing lights.

 

(18) Replacing wheels and skis where no weight and balance computation is involved.

 

(19) Replacing any cowling not requiring removal of the propeller or disconnection of flight controls.

 

(20) Replacing or cleaning spark plugs and setting of spark plug gap clearance.

 

(21) Replacing any hose connection except hydraulic connections.

 

(22) Replacing prefabricated fuel lines.

 

(23) Cleaning or replacing fuel and oil strainers or filter elements.

 

(24) Replacing and servicing batteries.

 

(25) Cleaning of balloon burner pilot and main nozzles in accordance with the balloon manufacturer's instructions.

 

(26) Replacement or adjustment of nonstructural standard fasteners incidental to operations.

 

(27) The interchange of balloon baskets and burners on envelopes when the basket or burner is designated as interchangeable in the balloon type certificate data and the baskets and burners are specifically designed for quick removal and installation.

 

(28) The installations of anti-misfueling devices to reduce the diameter of fuel tank filler openings provided the specific device has been made a part of the aircraft type certificiate data by the aircraft manufacturer, the aircraft manufacturer has provided FAA-approved instructions for installation of the specific device, and installation does not involve the disassembly of the existing tank filler opening.

 

(29) Removing, checking, and replacing magnetic chip detectors.

 

(30) The inspection and maintenance tasks prescribed and specifically identified as preventive maintenance in a primary category aircraft type certificate or supplemental type certificate holder's approved special inspection and preventive maintenance program when accomplished on a primary category aircraft provided:

 

(i) They are performed by the holder of at least a private pilot certificate issued under part 61 who is the registered owner (including co-owners) of the affected aircraft and who holds a certificate of competency for the affected aircraft (1) issued by a school approved under §147.21(e) of this chapter; (2) issued by the holder of the production certificate for that primary category aircraft that has a special training program approved under §21.24 of this subchapter; or (3) issued by another entity that has a course approved by the Administrator; and

 

(ii) The inspections and maintenance tasks are performed in accordance with instructions contained by the special inspection and preventive maintenance program approved as part of the aircraft's type design or supplemental type design.

 

(31) Removing and replacing self-contained, front instrument panel-mounted navigation and communication devices that employ tray-mounted connectors that connect the unit when the unit is installed into the instrument panel, (excluding automatic flight control systems, transponders, and microwave frequency distance measuring equipment (DME)). The approved unit must be designed to be readily and repeatedly removed and replaced, and pertinent instructions must be provided. Prior to the unit's intended use, and operational check must be performed in accordance with the applicable sections of part 91 of this chapter.






NOTE


§91.407 Operation after maintenance, preventive maintenance, rebuilding, or alteration.

 

(a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless—

 

(1) It has been approved for return to service by a person authorized under §43.7 of this chapter; and

 

(2) The maintenance record entry required by §43.9 or §43.11, as applicable, of this chapter has been made.




§43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration.

 

…

 

(f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of §43.3(g).

PA.I.B.K3

Equipment requirements for day and night VFR flight, to include:
14 CFR 91.205-



§91.205 Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements.

 

Link to an amendment published at 81 FR 96700, Dec. 30, 2016.

 

(a) General. Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those instruments and items of equipment are in operable condition.

 

(b) Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are required:

 

(1) Airspeed indicator.

 

(2) Altimeter.

 

(3) Magnetic direction indicator.

 

(4) Tachometer for each engine.

 

(5) Oil pressure gauge for each engine using pressure system.

 

(6) Temperature gauge for each liquid-cooled engine.

 

(7) Oil temperature gauge for each air-cooled engine.

 

(8) Manifold pressure gauge for each altitude engine.

 

(9) Fuel gauge indicating the quantity of fuel in each tank.

 

(10) Landing gear position indicator, if the aircraft has a retractable landing gear.

 

(11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made.

 

(12) If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and, unless the aircraft is operating under part 121 of this subchapter, at least one pyrotechnic signaling device. As used in this section, “shore” means that area of the land adjacent to the water which is above the high water mark and excludes land areas which are intermittently under water.

 

(13) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older.

 

(14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness for each front seat. The shoulder harness must be designed to protect the occupant from serious head injury when the occupant experiences the ultimate inertia forces specified in §23.561(b)(2) of this chapter. Each shoulder harness installed at a flight crewmember station must permit the crewmember, when seated and with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph—

 

(i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and

 

(ii) A front seat is a seat located at a flight crewmember station or any seat located alongside such a seat.

 

(15) An emergency locator transmitter, if required by §91.207.

 

(16) For normal, utility, and acrobatic category airplanes with a seating configuration, excluding pilot seats, of 9 or less, manufactured after December 12, 1986, a shoulder harness for—

 

(i) Each front seat that meets the requirements of §23.785 (g) and (h) of this chapter in effect on December 12, 1985;

 

(ii) Each additional seat that meets the requirements of §23.785(g) of this chapter in effect on December 12, 1985.

 

(17) For rotorcraft manufactured after September 16, 1992, a shoulder harness for each seat that meets the requirements of §27.2 or §29.2 of this chapter in effect on September 16, 1991.

 

(c) Visual flight rules (night). For VFR flight at night, the following instruments and equipment are required:

 

(1) Instruments and equipment specified in paragraph (b) of this section.

 

(2) Approved position lights.

 

(3) An approved aviation red or aviation white anticollision light system on all U.S.-registered civil aircraft. Anticollision light systems initially installed after August 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11, 1971, must at least meet the anticollision light standards of part 23, 25, 27, or 29 of this chapter, as applicable, that were in effect on August 10, 1971, except that the color may be either aviation red or aviation white. In the event of failure of any light of the anticollision light system, operations with the aircraft may be continued to a stop where repairs or replacement can be made.

 

(4) If the aircraft is operated for hire, one electric landing light.

 

(5) An adequate source of electrical energy for all installed electrical and radio equipment.

 

(6) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in flight.

PA.I.B.K3a

a. Flying with inoperative equipment

Can fly with non-91.205 equipment as long as inoperative equipment is deactivated and placarded “inoperative” (INOP sticker) and recorded in maintenance records following 91.213(d) process OR Can fly / operate under a special flight permit issued in accordance with §§21.197 and 21.199 of this chapter. with special flight permit


§91.213 Inoperative instruments and equipment

…

(d) Except for operations conducted in accordance with paragraph (a) or (c) of this section, a person may takeoff an aircraft in operations conducted under this part with inoperative instruments and equipment without an approved Minimum Equipment List provided—

 

(1) The flight operation is conducted in a—

 

(i) Rotorcraft, non-turbine-powered airplane, glider, lighter-than-air aircraft, powered parachute, or weight-shift-control aircraft, for which a master minimum equipment list has not been developed; or

 

(ii) Small rotorcraft, nonturbine-powered small airplane, glider, or lighter-than-air aircraft for which a Master Minimum Equipment List has been developed; and

 

(2) The inoperative instruments and equipment are not—

 

(i) Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations under which the aircraft was type certificated;

 

(ii) Indicated as required on the aircraft's equipment list, or on the Kinds of Operations Equipment List for the kind of flight operation being conducted;

 

(iii) Required by §91.205 or any other rule of this part for the specific kind of flight operation being conducted; or

 

(iv) Required to be operational by an airworthiness directive; and

 

(3) The inoperative instruments and equipment are—

 

(i) Removed from the aircraft, the cockpit control placarded, and the maintenance recorded in accordance with §43.9 of this chapter; or

 

(ii) Deactivated and placarded “Inoperative.” If deactivation of the inoperative instrument or equipment involves maintenance, it must be accomplished and recorded in accordance with part 43 of this chapter; and

 

(4) A determination is made by a pilot, who is certificated and appropriately rated under part 61 of this chapter, or by a person, who is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft.

 

An aircraft with inoperative instruments or equipment as provided in paragraph (d) of this section is considered to be in a properly altered condition acceptable to the Administrator.

 

(e) Notwithstanding any other provision of this section, an aircraft with inoperable instruments or equipment may be operated under a special flight permit issued in accordance with §§21.197 and 21.199 of this chapter.

 

[Doc. No. 18334, 54 FR 34304, Aug. 18, 1989, as amended by Amdt. 91-280, 68 FR 54560, Sept. 17, 2003; Amdt. 91-282, 69 FR 44880, July 27, 2004]






NOTE-Flight Manual/POH required to be in airplane for flight

§91.9 Civil aircraft flight manual, marking, and placard requirements.

 

(a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying with the operating limitations specified in the approved Airplane or Rotorcraft Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of the country of registry.

 

(b) No person may operate a U.S.-registered civil aircraft—

 

(1) For which an Airplane or Rotorcraft Flight Manual is required by §21.5 of this chapter unless there is available in the aircraft a current, approved Airplane or Rotorcraft Flight Manual

(2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof.

 

(c) No person may operate a U.S.-registered civil aircraft unless that aircraft is identified in accordance with part 45 of this chapter.

 

(d) Any person taking off or landing a helicopter certificated under part 29 of this chapter at a heliport constructed over water may make such momentary flight as is necessary for takeoff or landing through the prohibited range of the limiting height-speed envelope established for the helicopter if that flight through the prohibited range takes place over water on which a safe ditching can be accomplished and if the helicopter is amphibious or is equipped with floats or other emergency flotation gear adequate to accomplish a safe emergency ditching on open water.

N-number displayed required for flight

§45.23 Display of marks; general.

 

(a) Each operator of an aircraft must display on that aircraft marks consisting of the Roman capital letter “N” (denoting United States registration) followed by the registration number of the aircraft. Each suffix letter used in the marks displayed must also be a Roman capital letter.

PA.I.B.K3b

b. Using an approved Minimum Equipment List (MEL)
§91.213 Inoperative instruments and equipment.

 

(a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met:

 

(1) An approved Minimum Equipment List exists for that aircraft.

 

(2) The aircraft has within it a letter of authorization, issued by the FAA Flight Standards district office having jurisdiction over the area in which the operator is located, authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft.

 

(3) The approved Minimum Equipment List must—

 

(i) Be prepared in accordance with the limitations specified in paragraph (b) of this section; and

 

(ii) Provide for the operation of the aircraft with the instruments and equipment in an inoperable condition.

 

(4) The aircraft records available to the pilot must include an entry describing the inoperable instruments and equipment.

 

(5) The aircraft is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the letter authorizing the use of the list.

 

(b) The following instruments and equipment may not be included in a Minimum Equipment List:

 

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the aircraft is type certificated and which are essential for safe operations under all operating conditions.

 

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

 

(3) Instruments and equipment required for specific operations by this part.

 

(c) A person authorized to use an approved Minimum Equipment List issued for a specific aircraft under subpart K of this part, part 121, 125, or 135 of this chapter must use that Minimum Equipment List to comply with the requirements in this section.

PA.I.B.K3c

c. Kinds of Operation Equipment List (KOEL)
KOELs are Airplane Manufacturer required equipment for certain types of flight (VFR, IFR, VFR night)

Cessna 172R doesn’t have a Kinds of Operation Equipment List but has an aircraft equipment list


KINDS OF OPERATION LIMITS

The airplane as delivered is equipped for day VFR and may be

equipped for night VFR and/or IFR operations. FAR Part 91

establishes the minimum required instrumentation and equipment

for these operations. The reference to types of flight operations on

the operating limitations placard reflects equipment installed at the

time of Airworthiness Certificate issuance.

Flight into known icing conditions is prohibited.

PLACARDS

The following information must be displayed in the form of

composite or individual placards.

1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry,

shown on the example below, will vary as the airplane is

equipped).

The markings and placards installed in this airplane contain

operating limitations which must be complied with when operating

this airplane in the Normal Category. Other operating limitations

which must be complied with when operating this airplane in this

category or in the Utility Category are contained in the Pilot's

Operating Handbook and FAA Approved Airplane Flight Manual.

Normal Category No acrobatic maneuvers, including spins,

approved.

Utility Category No acrobatic maneuvers approved,

except those listed in the Pilot's

Operating Handbook.

Baggage compartment and rear seat

must not be occupied.

Spin Recovery Opposite rudder - forward elevator -

neutralize controls.

Flight into known icing conditions prohibited.

This airplane is certified for the following flight operations as of

date of original airworthiness certificate:

DAY-NIGHT-VFR-IFR






Kinds of Operations Equipment List

(KOEL). If the airplane (or air carrier

certificate holder) does not have an MEL,

but the airplane’s manufacturer publishes a

KOEL for that aircraft, then all equipment

the KOEL lists as required for a given type

of flight (day, night, IFR) must be operable

for the flight to dispatch. In some cases a

KOEL may specify components must meet

Time Before Overhaul (TBO) requirements

for certain operations (e.g., flight in icing).

Note many owners of decades-old airplanes

have original Owners Manuals that at times may have very useful operational data. In regulators’

eyes, however, only the manufacturer’s current handbook revision and its limitations apply.


Aircraft equipment list. If the aircraft’s equipment list identifies certain items as required for

flight then, in the absence of an MEL or KOEL this guidance applies.


from :
https://www.faasafety.gov/files/gslac/library/documents/2009/May/34264/FLYING%20LESSONS%20090507.pdf

§91.213 Inoperative instruments and equipment.

 

(a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met:

 

(1) An approved Minimum Equipment List exists for that aircraft.

 

(2) The aircraft has within it a letter of authorization, issued by the FAA Flight Standards district office having jurisdiction over the area in which the operator is located, authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft.

 

(3) The approved Minimum Equipment List must—

 

(i) Be prepared in accordance with the limitations specified in paragraph (b) of this section; and

 

(ii) Provide for the operation of the aircraft with the instruments and equipment in an inoperable condition.

 

(4) The aircraft records available to the pilot must include an entry describing the inoperable instruments and equipment.

 

(5) The aircraft is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the letter authorizing the use of the list.

 

(b) The following instruments and equipment may not be included in a Minimum Equipment List:

 

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the aircraft is type certificated and which are essential for safe operations under all operating conditions.

 

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

 

(3) Instruments and equipment required for specific operations by this part.

 

(c) A person authorized to use an approved Minimum Equipment List issued for a specific aircraft under subpart K of this part, part 121, 125, or 135 of this chapter must use that Minimum Equipment List to comply with the requirements in this section.

 

(d) Except for operations conducted in accordance with paragraph (a) or (c) of this section, a person may takeoff an aircraft in operations conducted under this part with inoperative instruments and equipment without an approved Minimum Equipment List provided—

 

(1) The flight operation is conducted in a—

 

(i) Rotorcraft, non-turbine-powered airplane, glider, lighter-than-air aircraft, powered parachute, or weight-shift-control aircraft, for which a master minimum equipment list has not been developed; or

 

(ii) Small rotorcraft, non-turbine-powered small airplane, glider, or lighter-than-air aircraft for which a Master Minimum Equipment List has been developed; and

 

(2) The inoperative instruments and equipment are not—

 

(i) Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations under which the aircraft was type certificated;

 

(ii) Indicated as required on the aircraft's equipment list, or on the Kinds of Operations Equipment List for the kind of flight operation being conducted;

PA.I.B.K3d

d. Required discrepancy records or placards

Discrepancy records (from Annual and 100-hr?)

§43.11 Content, form, and disposition of records for inspections conducted under parts 91 and 125 and §§135.411(a)(1) and 135.419 of this chapter.

 

(a) Maintenance record entries. The person approving or disapproving for return to service an aircraft, airframe, aircraft engine, propeller, appliance, or component part after any inspection performed in accordance with part 91, 125, §135.411(a)(1), or §135.419 shall make an entry in the maintenance record of that equipment containing the following information:

 

(1) The type of inspection and a brief description of the extent of the inspection.

 

(2) The date of the inspection and aircraft total time in service.

 

(3) The signature, the certificate number, and kind of certificate held by the person approving or disapproving for return to service the aircraft, airframe, aircraft engine, propeller, appliance, component part, or portions thereof.

 

(4) Except for progressive inspections, if the aircraft is found to be airworthy and approved for return to service, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”

 

(5) Except for progressive inspections, if the aircraft is not approved for return to service because of needed maintenance, noncompliance with applicable specifications, airworthiness directives, or other approved data, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and a list of discrepancies and unairworthy items dated (date) has been provided for the aircraft owner or operator.”

 

(6) For progressive inspections, the following or a similarly worded statement—“I certify that in accordance with a progressive inspection program, a routine inspection of (identify whether aircraft or components) and a detailed inspection of (identify components) were performed and the (aircraft or components) are (approved or disapproved) for return to service.” If disapproved, the entry will further state “and a list of discrepancies and unairworthy items dated (date) has been provided to the aircraft owner or operator.”

 

(7) If an inspection is conducted under an inspection program provided for in part 91, 125, or §135.411(a)(1), the entry must identify the inspection program, that part of the inspection program accomplished, and contain a statement that the inspection was performed in accordance with the inspections and procedures for that particular program.

 

(b) Listing of discrepancies and placards. If the person performing any inspection required by part 91 or 125 or §135.411(a)(1) of this chapter finds that the aircraft is unairworthy or does not meet the applicable type certificate data, airworthiness directives, or other approved data upon which its airworthiness depends, that persons must give the owner or lessee a signed and dated list of those discrepancies. For those items permitted to be inoperative under §91.213(d)(2) of this chapter, that person shall place a placard, that meets the aircraft's airworthiness certification regulations, on each inoperative instrument and the cockpit control of each item of inoperative equipment, marking it “Inoperative,” and shall add the items to the signed and dated list of discrepancies given to the owner or lessee.

 

[Amdt. 43-23, 47 FR 41085, Sept. 16, 1982, as amended by Amdt. 43-30, 53 FR 50195, Dec. 13, 1988; Amdt. 43-36, 61 FR 19501, May 1, 1996; 71 FR 44188, Aug. 4, 2006]



Placards:

Maintenance placards

§43.11 Content, form, and disposition of records for inspections conducted under parts 91 and 125 and §§135.411(a)(1) and 135.419 of this chapter.

(b) Listing of discrepancies and placards. If the person performing any inspection required by part 91 or 125 or §135.411(a)(1) of this chapter finds that the aircraft is unairworthy or does not meet the applicable type certificate data, airworthiness directives, or other approved data upon which its airworthiness depends, that persons must give the owner or lessee a signed and dated list of those discrepancies. For those items permitted to be inoperative under §91.213(d)(2) of this chapter, that person shall place a placard, that meets the aircraft's airworthiness certification regulations, on each inoperative instrument and the cockpit control of each item of inoperative equipment, marking it “Inoperative,” and shall add the items to the signed and dated list of discrepancies given to the owner or lessee.

 

 

Operational Placards


§91.9 Civil aircraft flight manual, marking, and placard requirements.

 

(a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying with the operating limitations specified in the approved Airplane or Rotorcraft Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of the country of registry.

 

(b) No person may operate a U.S.-registered civil aircraft—

 

(1) For which an Airplane or Rotorcraft Flight Manual is required by §21.5 of this chapter unless there is available in the aircraft a current, approved Airplane or Rotorcraft Flight Manual or the manual provided for in §121.141(b); and

 

(2) For which an Airplane or Rotorcraft Flight Manual is not required by §21.5 of this chapter, unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof.

 

(c) No person may operate a U.S.-registered civil aircraft unless that aircraft is identified in accordance with part 45 of this chapter.

 

(d) Any person taking off or landing a helicopter certificated under part 29 of this chapter at a heliport constructed over water may make such momentary flight as is necessary for takeoff or landing through the prohibited range of the limiting height-speed envelope established for the helicopter if that flight through the prohibited range takes place over water on which a safe ditching can be accomplished and if the helicopter is amphibious or is equipped with floats or other emergency flotation gear adequate to accomplish a safe emergency ditching on open water.



§21.5 Airplane or Rotorcraft Flight Manual.

 

(a) With each airplane or rotorcraft not type certificated with an Airplane or Rotorcraft Flight Manual and having no flight time before March 1, 1979, the holder of a type certificate (including amended or supplemental type certificates) or the licensee of a type certificate must make available to the owner at the time of delivery of the aircraft a current approved Airplane or Rotorcraft Flight Manual.

 

(b) The Airplane or Rotorcraft Flight Manual required by paragraph (a) of this section must contain the following information:

 

(1) The operating limitations and information required to be furnished in an Airplane or Rotorcraft Flight Manual or in manual material, markings, and placards, by the applicable regulations under which the airplane or rotorcraft was type certificated.

 

(2) The maximum ambient atmospheric temperature for which engine cooling was demonstrated must be stated in the performance information section of the Flight Manual, if the applicable regulations under which the aircraft was type certificated do not require ambient temperature on engine cooling operating limitations in the Flight Manual.

 

[Amdt. 21-46, 43 FR 2316, Jan. 16, 1978, as amended by Amdt. 21-92, 74 FR 53385, Oct. 16, 2009]

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.B.R1

Inoperative equipment discovered prior to flight.
If not marked INOP, apply 91.213(d) scenario and either cancel the flight or have A&P mechanic INOP placard and log INOP equip. into maint. Records or get at 21.199 Special Flight Permit from the local FSDO (and fly another day)

Skills

The applicant demonstrates the ability to:

PA.I.B.S1

Locate and describe aircraft airworthiness and registration information
Airworthiness definition: (14 CFR 3.5-- §3.5 Statements about products, parts, appliances and materials.

Airworthy means the aircraft conforms to its type design and is in a condition for safe operation.

(14 CFR 91.7)
§91.7 Civil aircraft airworthiness.

 

(a) No person may operate a civil aircraft unless it is in an airworthy condition.

 

(b) The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in condition for safe flight. The pilot in command shall discontinue the flight when unairworthy mechanical, electrical, or structural conditions occur.


Subpart C—Equipment, Instrument, and Certificate Requirements

 

§91.203 Civil aircraft: Certifications required.

 

(a) Except as provided in §91.715, no person may operate a civil aircraft unless it has within it the following:

 

(1) An appropriate and current airworthiness certificate. Each U.S. airworthiness certificate used to comply with this subparagraph (except a special flight permit, a copy of the applicable operations specifications issued under §21.197(c) of this chapter, appropriate sections of the air carrier manual required by parts 121 and 135 of this chapter containing that portion of the operations specifications issued under §21.197(c), or an authorization under §91.611) must have on it the registration number assigned to the aircraft under part 47 of this chapter. However, the airworthiness certificate need not have on it an assigned special identification number before 10 days after that number is first affixed to the aircraft. A revised airworthiness certificate having on it an assigned special identification number, that has been affixed to an aircraft, may only be obtained upon application to an FAA Flight Standards district office.

 

(2) An effective U.S. registration certificate issued to its owner or, for operation within the United States, the second copy of the Aircraft registration Application as provided for in §47.31(c), a Certificate of Aircraft registration as provided in part 48, or a registration certification issued under the laws of a foreign country.

 

(b) No person may operate a civil aircraft unless the airworthiness certificate required by paragraph (a) of this section or a special flight authorization issued under §91.715 is displayed at the cabin or cockpit entrance so that it is legible to passengers or crew.


Airworthiness Certificate (STD Airworthiness Certificate is issued for an airplane that meets the requirements of 14 CFR 23-- PART 23—AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES)
Airworthiness Certificates are obtained via the process in 14 CFR 21 (PART 21—CERTIFICATION PROCEDURES FOR PRODUCTS AND ARTICLES)
14 CFR 21.1 (b) (1) Airworthiness approval means a document, issued by the FAA for an aircraft, aircraft engine, propeller, or article, which certifies that the aircraft, aircraft engine, propeller, or article conforms to its approved design and is in a condition for safe operation, unless otherwise specified;
14 CFR 21
Subpart H—Airworthiness Certificates

 

Source: Docket No. 5085, 29 FR 14569, Oct. 24, 1964, unless otherwise noted.

 

§21.171 Applicability.

 

This subpart prescribes procedural requirements for the issue of airworthiness certificates.

 

§21.173 Eligibility.

 

Any registered owner of a U.S.-registered aircraft (or the agent of the owner) may apply for an airworthiness certificate for that aircraft. An application for an airworthiness certificate must be made in a form and manner acceptable to the FAA, and may be submitted to any FAA office.

 

[Amdt. 21-26, 34 FR 15244, Sept. 30, 1969]

 

§21.175 Airworthiness certificates: classification.

 

(a) Standard airworthiness certificates are airworthiness certificates issued for aircraft type certificated in the normal, utility, acrobatic, commuter, or transport category, and for manned free balloons, and for aircraft designated by the FAA as special classes of aircraft.

 

(b) Special airworthiness certificates are primary, restricted, limited, light-sport, and provisional airworthiness certificates, special flight permits, and experimental certificates.

 

[Amdt. 21-21, 33 FR 6858, May 7, 1968, as amended by Amdt. 21-60, 52 FR 8043, Mar. 13, 1987; Amdt. 21-70, 57 FR 41368, Sept. 9, 1992; Amdt. 21-85, 69 FR 44861, July 27, 2004]

 

 

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§21.177 Amendment or modification.

 

An airworthiness certificate may be amended or modified only upon application to the FAA.

 

 

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§21.179 Transferability.

 

An airworthiness certificate is transferred with the aircraft.

 

 

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§21.181 Duration.

 

(a) Unless sooner surrendered, suspended, revoked, or a termination date is otherwise established by the FAA, airworthiness certificates are effective as follows:

 

(1) Standard airworthiness certificates, special airworthiness certificates—primary category, and airworthiness certificates issued for restricted or limited category aircraft are effective as long as the maintenance, preventive maintenance, and alterations are performed in accordance with Parts 43 and 91 of this chapter and the aircraft are registered in the United States.

 

(2) A special flight permit is effective for the period of time specified in the permit.

 

(3) A special airworthiness certificate in the light-sport category is effective as long as—

 

(i) The aircraft meets the definition of a light-sport aircraft;

 

(ii) The aircraft conforms to its original configuration, except for those alterations performed in accordance with an applicable consensus standard and authorized by the aircraft's manufacturer or a person acceptable to the FAA;

 

(iii) The aircraft has no unsafe condition and is not likely to develop an unsafe condition; and

 

(iv) The aircraft is registered in the United States.

 

(4) An experimental certificate for research and development, showing compliance with regulations, crew training, or market surveys is effective for 1 year after the date of issue or renewal unless the FAA prescribes a shorter period. The duration of an experimental certificate issued for operating amateur-built aircraft, exhibition, air-racing, operating primary kit-built aircraft, or operating light-sport aircraft is unlimited, unless the FAA establishes a specific period for good cause.

 

(b) The owner, operator, or bailee of the aircraft must, upon request, make it available for inspection by the FAA.

 

(c) Upon suspension, revocation, or termination by order of the FAA of an airworthiness certificate, the owner, operator, or bailee of an aircraft must, upon request, surrender the certificate to the FAA.

 

[Amdt. 21-21, 33 FR 6858, May 7, 1968, as amended by Amdt. 21-49, 44 FR 46781, Aug. 9, 1979; Amdt. 21-70, 57 FR 41368, Sept. 9, 1992; Amdt. 21-85, 69 FR 44861, July 27, 2004]

 

 

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§21.182 Aircraft identification.

 

(a) Except as provided in paragraph (b) of this section, each applicant for an airworthiness certificate under this subpart must show that his aircraft is identified as prescribed in §45.11.

 

(b) Paragraph (a) of this section does not apply to applicants for the following:

 

(1) A special flight permit.

 

(2) An experimental certificate for an aircraft not issued for the purpose of operating amateur-built aircraft, operating primary kit-built aircraft, or operating light-sport aircraft.

 

(3) A change from one airworthiness classification to another, for an aircraft already identified as prescribed in §45.11.

 

[Amdt. 21-13, 32 FR 188, Jan. 10, 1967, as amended by Amdt. 21-51, 45 FR 60170, Sept. 11, 1980; Amdt. 21-70, 57 FR 41368, Sept. 9, 1992; Amdt. 21-85, 69 FR 44862, July 27, 2004]

 

 

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§21.183 Issue of standard airworthiness certificates for normal, utility, acrobatic, commuter, and transport category aircraft; manned free balloons; and special classes of aircraft.

 

(a) New aircraft manufactured under a production certificate. An applicant for a standard airworthiness certificate for a new aircraft manufactured under a production certificate is entitled to a standard airworthiness certificate without further showing, except that the FAA may inspect the aircraft to determine conformity to the type design and condition for safe operation.








REGISTRATION (issued to aircraft owner with 3-year duration)(all aircraft require registration)


Registration Certificate (under Title 14 CFR part 47(PART 47—AIRCRAFT REGISTRATION ) (Certificate of Aircraft Registration, AC Form 8050-3):

(14 CFR 47.3):
(b) No person may operate an aircraft that is eligible for registration under 49 U.S.C. 44101-44104, unless the aircraft—

 

(1) Has been registered by its owner; (translation—Pilots can only fly Registered aircraft)

(14 CFR 47.5): The FAA issues a Certificate of Aircraft Registration, AC Form 8050-3 to the person who appears to be the owner on the basis of the evidence of ownership submitted pursuant to §47.11 with the Aircraft Registration Application, or recorded at the Registry.


§47.40 Registration expiration and renewal.
(3) A Certificate of Aircraft Registration issued under this paragraph expires three years after the last day of the month in which it is issued.

47.15
(b) A U.S. registration number may not exceed five symbols in addition to the prefix letter “N”. These symbols may be all numbers (N10000), one to four numbers and one suffix letter (N 1000A), or one to three numbers and two suffix letters (N 100AB). The letters “I” and “O” may not be used. The first zero in a number must always be preceded by at least one of the numbers 1 through 9.
.

PA.I.B.S2

Determine the aircraft is airworthy in a scenario given by the evaluator.
Req. Inspections completed (A1TAPE), 91.409(a) (plane approved for return to service, or not approved for return to service with list of discrepancies)

Logs (to check for inspections, discrepancy list and fixes/compliance from Annual &/or 100hr inspections and approval for return to service)
Airframe
Engine(Power plant)
Propeller
AD (Airworthiness Directives)

Discrepancies List (from Annul/100-hr inspections
§91.405 Maintenance required.

 

Each owner or operator of an aircraft—

 

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter;

§43.3 Persons authorized to perform maintenance, preventive maintenance, rebuilding, and alterations.
(b) The holder of a mechanic certificate or an inspection authorization may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 65 of this chapter.

 

(c) The holder of a repair station certificate may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in Part 145 of this chapter.

(f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of §43.3(g).


§43.9 Content, form, and disposition of maintenance, preventive maintenance, rebuilding, and alteration records (except inspections performed in accordance with part 91, part 125, §135.411(a)(1), and §135.419 of this chapter).

The signature constitutes the approval for return to service only for the work performed.








§91.409 Inspections.

Annual (91.409 Inspections)
(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had—

 

(1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by §43.7 of this chapter

100-hr(91.409 Inspections)
(b) Except as provided in paragraph (c) of this section, no person may operate an aircraft carrying any person (other than a crewmember) for hire, and no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service in accordance with part 43 of this chapter or has received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.



§43.11 Content, form, and disposition of records for inspections conducted under parts 91 and 125 and §§135.411(a)(1) and 135.419 of this chapter.
(a)
(4) Except for progressive inspections, if the aircraft is found to be airworthy and approved for return to service, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”

 

(5) Except for progressive inspections, if the aircraft is not approved for return to service because of needed maintenance, noncompliance with applicable specifications, airworthiness directives, or other approved data, the following or a similarly worded statement—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and a list of discrepancies and unairworthy items dated (date) has been provided for the aircraft owner or operator.”

(b) Listing of discrepancies and placards. If the person performing any inspection required by part 91 or 125 or §135.411(a)(1) of this chapter finds that the aircraft is unairworthy or does not meet the applicable type certificate data, airworthiness directives, or other approved data upon which its airworthiness depends, that persons must give the owner or lessee a signed and dated list of those discrepancies. For those items permitted to be inoperative under §91.213(d)(2) of this chapter, that person shall place a placard, that meets the aircraft's airworthiness certification regulations, on each inoperative instrument and the cockpit control of each item of inoperative equipment, marking it “Inoperative,” and shall add the items to the signed and dated list of discrepancies given to the owner or lessee.

Log book entries after ANNUAL and 100-hr inspections:
APPROVED
—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”
DISAPPROVED
—“I certify that this aircraft has been inspected in accordance with (insert type) inspection and a list of discrepancies and unairworthy items dated (date) has been provided for the aircraft owner or operator.”




A1VTAPE
VOR check (91.171)(if include 30-day VOR ck if flying IFR)

Transponder -24 mth chk (§91.413 ATC transponder tests and inspections., 24 cal mth check)
Altimeter/Pitot-static 24 mth ck (if IFR) (§91.411 Altimeter system and altitude reporting equipment tests and inspections.)
Emergency Locator Transmitter(ELT) – 12 mth ck (ELT) (91.207(d)—12 mth check, also check batteries if <50% power, 91.207(d))

from AFH (FAA-H-8083-3B)
Current status of life limited parts per Type Certificate Data Sheets (TCDS) (14 CFR part 91, section 91.417)

Status, compliance, logbook entries for airworthiness directives (ADs) (14 CFR part 91, section 91.417(a)(2)(v))

Federal Aviation Administration (FAA) Form 337, Major Repair or Alteration (14 CFR part 91, section 91.417)

Inoperative equipment (14 CFR part 91, section 91.213)

Airworthiness Directive (AD) compliance for specific airplane 172R Serial # (see AD compliance log)


91.205 instruments/equipment present
§91.205 Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements.

 

Link to an amendment published at 81 FR 96700, Dec. 30, 2016.

 

(a) General. Except as provided in paragraphs (c)(3) and (e) of this section, no person may operate a powered civil aircraft with a standard category U.S. airworthiness certificate in any operation described in paragraphs (b) through (f) of this section unless that aircraft contains the instruments and equipment specified in those paragraphs (or FAA-approved equivalents) for that type of operation, and those instruments and items of equipment are in operable condition.

 

(b) Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are required:

 

(1) Airspeed indicator.

 

(2) Altimeter.

 

(3) Magnetic direction indicator.

 

(4) Tachometer for each engine.

 

(5) Oil pressure gauge for each engine using pressure system.

 

(6) Temperature gauge for each liquid-cooled engine.

 

(7) Oil temperature gauge for each air-cooled engine.

 

(8) Manifold pressure gauge for each altitude engine.

 

(9) Fuel gauge indicating the quantity of fuel in each tank.

 

(10) Landing gear position indicator, if the aircraft has a retractable landing gear.

 

(11) For small civil airplanes certificated after March 11, 1996, in accordance with part 23 of this chapter, an approved aviation red or aviation white anticollision light system. In the event of failure of any light of the anticollision light system, operation of the aircraft may continue to a location where repairs or replacement can be made.

 

(12) If the aircraft is operated for hire over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and, unless the aircraft is operating under part 121 of this subchapter, at least one pyrotechnic signaling device. As used in this section, “shore” means that area of the land adjacent to the water which is above the high water mark and excludes land areas which are intermittently under water.

 

(13) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older.

 

(14) For small civil airplanes manufactured after July 18, 1978, an approved shoulder harness for each front seat. The shoulder harness must be designed to protect the occupant from serious head injury when the occupant experiences the ultimate inertia forces specified in §23.561(b)(2) of this chapter. Each shoulder harness installed at a flight crewmember station must permit the crewmember, when seated and with the safety belt and shoulder harness fastened, to perform all functions necessary for flight operations. For purposes of this paragraph—

 

(i) The date of manufacture of an airplane is the date the inspection acceptance records reflect that the airplane is complete and meets the FAA-approved type design data; and

 

(ii) A front seat is a seat located at a flight crewmember station or any seat located alongside such a seat.

 

(15) An emergency locator transmitter, if required by §91.207.

 

(16) For normal, utility, and acrobatic category airplanes with a seating configuration, excluding pilot seats, of 9 or less, manufactured after December 12, 1986, a shoulder harness for—

 

(i) Each front seat that meets the requirements of §23.785 (g) and (h) of this chapter in effect on December 12, 1985;

 

(ii) Each additional seat that meets the requirements of §23.785(g) of this chapter in effect on December 12, 1985.

 

(17) For rotorcraft manufactured after September 16, 1992, a shoulder harness for each seat that meets the requirements of §27.2 or §29.2 of this chapter in effect on September 16, 1991.

 

(c) Visual flight rules (night). For VFR flight at night, the following instruments and equipment are required:

 

(1) Instruments and equipment specified in paragraph (b) of this section.

 

(2) Approved position lights.

 

(3) An approved aviation red or aviation white anticollision light system on all U.S.-registered civil aircraft. Anticollision light systems initially installed after August 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11, 1971, must at least meet the anti-collision light standards of part 23, 25, 27, or 29 of this chapter, as applicable, that were in effect on August 10, 1971, except that the color may be either aviation red or aviation white. In the event of failure of any light of the anti-collision light system, operations with the aircraft may be continued to a stop where repairs or replacement can be made.

 

(4) If the aircraft is operated for hire, one electric landing light.

 

(5) An adequate source of electrical energy for all installed electrical and radio equipment.

 

(6) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in flight.







AROWCP documents present and displayed or CARPOW

Airworthiness Certificate present

Registration certificate present
Operating Handbook (POH) present (any operating limitations present on placards or POH inserts
Weight and Balance data present

Compass deviation card (14 CFR part 23, section 23.1547 Magnetic direction indicator.)
External data plate (14 CFR part 45, section 45.11)

§45.11 Marking of products. (Identification plates should be on the Aircraft, Aircraft Engine and Propeller)

 

(a) Aircraft. A manufacturer of aircraft covered under §21.182 of this chapter must mark each aircraft by attaching a fireproof identification plate that—

 

(1) Includes the information specified in §45.13 using an approved method of fireproof marking;

 

(2) Must be secured in such a manner that it will not likely be defaced or removed during normal service, or lost or destroyed in an accident; and

 

(3) Except as provided in paragraphs (d) through (h) of this section, must be secured to the aircraft fuselage exterior so that it is legible to a person on the ground, and must be either adjacent to and aft of the rear-most entrance door or on the fuselage surface near the tail surfaces.

 

(b) Aircraft engines. A manufacturer of an aircraft engine produced under a type certificate or production certificate must mark each engine by attaching a fireproof identification plate. Such plate—

 

(1) Must include the information specified in §45.13 using an approved method of fireproof marking;

 

(2) Must be affixed to the engine at an accessible location; and

 

(3) Must be secured in such a manner that it will not likely be defaced or removed during normal service, or lost or destroyed in an accident.

 

(c) Propellers and propeller blades and hubs. Each person who produces a propeller, propeller blade, or propeller hub under a type certificate or production certificate must mark each product or part. Except for a fixed-pitch wooden propeller, the marking must be accomplished using an approved fireproof method. The marking must—

 

(1) Be placed on a non-critical surface;

 

(2) Contain the information specified in §45.13;

 

(3) Not likely be defaced or removed during normal service; and

 

(4) Not likely be lost or destroyed in an accident.



§45.13 Identification data.

 

(a) The identification required by §45.11 (a) through (c) must include the following information:

 

(1) Builder's name.

 

(2) Model designation.

 

(3) Builder's serial number.

 

(4) Type certificate number, if any.

 

(5) Production certificate number, if any.

 

(6) For aircraft engines, the established rating.

 

(7) On or after January 1, 1984, for aircraft engines specified in part 34 of this chapter, the date of manufacture as defined in §34.1 of this chapter, and a designation, approved by the FAA, that indicates compliance with the applicable exhaust emission provisions of part 34 of this chapter and 40 CFR part 87. Approved designations include COMPLY, EXEMPT, and NON-US, as appropriate. After December 31, 2012, approved designations also include EXEMPT NEW, and EXCEPTED SPARE, as appropriate.

 

(i) The designation COMPLY indicates that the engine is in compliance with all of the applicable exhaust emissions provisions of part 34. For any engine with a rated thrust in excess of 26.7 kilonewtons (6000 pounds) which is not used or intended for use in commercial operations and which is in compliance with the applicable provisions of part 34, but does not comply with the hydrocarbon emissions standard of §34.21(d), the statement “May not be used as a commercial aircraft engine” must be noted in the permanent powerplant record that accompanies the engine at the time of manufacture of the engine.

 

(ii) The designation EXEMPT indicates that the engine has been granted an exemption pursuant to the applicable provision of §34.7 (a)(1), (a)(4), (b), (c), or (d), and an indication of the type of exemption and the reason for the grant must be noted in the permanent powerplant record that accompanies the engine from the time of manufacture of the engine.


N-number displayed required for flight

 

§45.23 Display of marks; general.

 

(a) Each operator of an aircraft must display on that aircraft marks consisting of the Roman capital letter “N” (denoting United States registration) followed by the registration number of the aircraft. Each suffix letter used in the marks displayed must also be a Roman capital letter.







Quick Equip/Maint Check List

AEPpAdD: D=discrepancy lists from inspections)(Maint Logs) (In the logs, looking for magic words: “aircraft has been approved for return to service” by a person authorized under §43.7, —“I certify that this aircraft has been inspected in accordance with (insert type) inspection and was determined to be in airworthy condition.”)

A1TAPE(Inspections)(should be in Logs) or A1VTAPE (if include 30-day VOR ck for IFR)
TOMATOFLAMES(91.205 Equipment)
AROW(Documents in plane) or CARPOW




Pre-flight ground checklist review shows no unusual findings (oil leaks, missing rivets, stress lines, flat tire, elevator trim non-functional)

See Airplane Flying Handbook (2016 version) pages 2-1 thru 2-10)








If Airplane Owner needs to know 91.401-91.409

 

Subpart E—Maintenance, Preventive Maintenance, and Alterations

 

Source: Docket No. 18334, 54 FR 34311, Aug. 18, 1989, unless otherwise noted.

 

 

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§91.401 Applicability.

 

(a) This subpart prescribes rules governing the maintenance, preventive maintenance, and alterations of U.S.-registered civil aircraft operating within or outside of the United States.

 

(b) Sections 91.405, 91.409, 91.411, 91.417, and 91.419 of this subpart do not apply to an aircraft maintained in accordance with a continuous airworthiness maintenance program as provided in part 121, 129, or §§91.1411 or 135.411(a)(2) of this chapter.

 

(c) Sections 91.405 and 91.409 of this part do not apply to an airplane inspected in accordance with part 125 of this chapter.

 

[Doc. No. 18334, 54 FR 34311, Aug. 18, 1989, as amended by Amdt. 91-267, 66 FR 21066, Apr. 27, 2001; Amdt. 91-280, 68 FR 54560, Sept. 17, 2003]

 

 

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§91.403 General.

 

(a) The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter.

 

(b) No person may perform maintenance, preventive maintenance, or alterations on an aircraft other than as prescribed in this subpart and other applicable regulations, including part 43 of this chapter.

 

(c) No person may operate an aircraft for which a manufacturer's maintenance manual or instructions for continued airworthiness has been issued that contains an airworthiness limitations section unless the mandatory replacement times, inspection intervals, and related procedures specified in that section or alternative inspection intervals and related procedures set forth in an operations specification approved by the Administrator under part 121 or 135 of this chapter or in accordance with an inspection program approved under §91.409(e) have been complied with.

 

(d) A person must not alter an aircraft based on a supplemental type certificate unless the owner or operator of the aircraft is the holder of the supplemental type certificate, or has written permission from the holder.

 

[Doc. No. 18334, 54 FR 34311, Aug. 18, 1989, as amended by Amdt. 91-267, 66 FR 21066, Apr. 27, 2001; Amdt. 91-293, 71 FR 56005, Sept. 26, 2006]

 

 

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§91.405 Maintenance required.

 

Each owner or operator of an aircraft—

 

(a) Shall have that aircraft inspected as prescribed in subpart E of this part and shall between required inspections, except as provided in paragraph (c) of this section, have discrepancies repaired as prescribed in part 43 of this chapter;

 

(b) Shall ensure that maintenance personnel make appropriate entries in the aircraft maintenance records indicating the aircraft has been approved for return to service;

 

(c) Shall have any inoperative instrument or item of equipment, permitted to be inoperative by §91.213(d)(2) of this part, repaired, replaced, removed, or inspected at the next required inspection; and

 

(d) When listed discrepancies include inoperative instruments or equipment, shall ensure that a placard has been installed as required by §43.11 of this chapter.

 

 

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§91.407 Operation after maintenance, preventive maintenance, rebuilding, or alteration.

 

(a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless—

 

(1) It has been approved for return to service by a person authorized under §43.7 of this chapter; and

 

(2) The maintenance record entry required by §43.9 or §43.11, as applicable, of this chapter has been made.

 

(b) No person may carry any person (other than crewmembers) in an aircraft that has been maintained, rebuilt, or altered in a manner that may have appreciably changed its flight characteristics or substantially affected its operation in flight until an appropriately rated pilot with at least a private pilot certificate flies the aircraft, makes an operational check of the maintenance performed or alteration made, and logs the flight in the aircraft records.

 

(c) The aircraft does not have to be flown as required by paragraph (b) of this section if, prior to flight, ground tests, inspection, or both show conclusively that the maintenance, preventive maintenance, rebuilding, or alteration has not appreciably changed the flight characteristics or substantially affected the flight operation of the aircraft.

 

(Approved by the Office of Management and Budget under control number 2120-0005)

 

 

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§91.409 Inspections.

 

(a) Except as provided in paragraph (c) of this section, no person may operate an aircraft unless, within the preceding 12 calendar months, it has had—

 

(1) An annual inspection in accordance with part 43 of this chapter and has been approved for return to service by a person authorized by §43.7 of this chapter; or

 

(2) An inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

 

No inspection performed under paragraph (b) of this section may be substituted for any inspection required by this paragraph unless it is performed by a person authorized to perform annual inspections and is entered as an “annual” inspection in the required maintenance records.

 

(b) Except as provided in paragraph (c) of this section, no person may operate an aircraft carrying any person (other than a crewmember) for hire, and no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service in accordance with part 43 of this chapter or has received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter. The 100-hour limitation may be exceeded by not more than 10 hours while en route to reach a place where the inspection can be done. The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hours of time in service.

PA.I.B.S3

Apply the procedures for operating with inoperative equipment in a scenario given by the evaluator.
use 91.213 process to placard INOP any non-flight critical, non-91.205 instruments/equipment (and/or missing equipment (like airplane ID plate)

§91.213 Inoperative instruments and equipment.

 

(a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met:

 

(1) An approved Minimum Equipment List exists for that aircraft.

 

(2) The aircraft has within it a letter of authorization, issued by the FAA Flight Standards district office having jurisdiction over the area in which the operator is located, authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft.

 

(3) The approved Minimum Equipment List must—

 

(i) Be prepared in accordance with the limitations specified in paragraph (b) of this section; and

 

(ii) Provide for the operation of the aircraft with the instruments and equipment in an inoperable condition.

 

(4) The aircraft records available to the pilot must include an entry describing the inoperable instruments and equipment.

 

(5) The aircraft is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the letter authorizing the use of the list.

 

(b) The following instruments and equipment may not be included in a Minimum Equipment List:

 

(1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the aircraft is type certificated and which are essential for safe operations under all operating conditions.

 

(2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise.

 

(3) Instruments and equipment required for specific operations by this part.

 

(c) A person authorized to use an approved Minimum Equipment List issued for a specific aircraft under subpart K of this part, part 121, 125, or 135 of this chapter must use that Minimum Equipment List to comply with the requirements in this section.

 

(d) Except for operations conducted in accordance with paragraph (a) or (c) of this section, a person may takeoff an aircraft in operations conducted under this part with inoperative instruments and equipment without an approved Minimum Equipment List provided—

 

(1) The flight operation is conducted in a—

 

(i) Rotorcraft, non-turbine-powered airplane, glider, lighter-than-air aircraft, powered parachute, or weight-shift-control aircraft, for which a master minimum equipment list has not been developed; or

 

(ii) Small rotorcraft, nonturbine-powered small airplane, glider, or lighter-than-air aircraft for which a Master Minimum Equipment List has been developed; and

 

(2) The inoperative instruments and equipment are not—

 

(i) Part of the VFR-day type certification instruments and equipment prescribed in the applicable airworthiness regulations under which the aircraft was type certificated;

 

(ii) Indicated as required on the aircraft's equipment list, or on the Kinds of Operations Equipment List for the kind of flight operation being conducted;

 

(iii) Required by §91.205 or any other rule of this part for the specific kind of flight operation being conducted; or

 

(iv) Required to be operational by an airworthiness directive; and

 

(3) The inoperative instruments and equipment are—

 

(i) Removed from the aircraft, the cockpit control placarded, and the maintenance recorded in accordance with §43.9 of this chapter; or

 

(ii) Deactivated and placarded “Inoperative.” If deactivation of the inoperative instrument or equipment involves maintenance, it must be accomplished and recorded in accordance with part 43 of this chapter; and

 

(4) A determination is made by a pilot, who is certificated and appropriately rated under part 61 of this chapter, or by a person, who is certificated and appropriately rated to perform maintenance on the aircraft, that the inoperative instrument or equipment does not constitute a hazard to the aircraft.

 

An aircraft with inoperative instruments or equipment as provided in paragraph (d) of this section is considered to be in a properly altered condition acceptable to the Administrator.

 

(e) Notwithstanding any other provision of this section, an aircraft with inoperable instruments or equipment may be operated under a special flight permit issued in accordance with §§21.197 and 21.199 of this chapter.

 

[Doc. No. 18334, 54 FR 34304, Aug. 18, 1989, as amended by Amdt. 91-280, 68 FR 54560, Sept. 17, 2003; Amdt. 91-282, 69 FR 44880, July 27, 2004]








or

 

Get a Special Flight Permit (21.197, 21.199)


 

 

Task

C. Weather Information

References

14 CFR part 91; FAA-H-8083-25; AC 00-6, AC 00-45; AIM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with weather information for a flight under VFR.

Knowledge

The applicant demonstrates understanding of:

PA.I.C.K1

Acceptable sources of weather data for flight planning purposes.
Federal Government (FAA, National Weather Service)

(AIM 20170427, Meteorology 7−1−5) (must be from FAA and/or NWS [AIM 7-1-4]-- Pilots and operators should be aware that weather services provided by entities other than FAA, NWS or their contractors (such as the DUATS and Lockheed Martin Flight Services DUATS II, http://www.1800wxbrief.com ) may not meet FAA/NWS quality control standards.) (AIM 7-1-5,
The FAA has determined that operators and pilots may utilize the following approved sources of aviation weather information:

 

1. Federal Government. The FAA and NWS collect raw weather data, analyze the observations, and produce forecasts. The FAA and NWS disseminate meteorological observations, analyses, and forecasts through a variety of systems. In addition, the Federal Government is the only approval authority for sources of weather observations; for example, contract towers and airport operators may be approved by the Federal Government to provide weather observations.

PA.I.C.K2

Weather products required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight.


(Summary:
METARs, (current weather) from ASOS, AWOS stations

ATIS
TAFs, (forecast—surface, 4 mile radius from TAF location)
PIREPs,
Area Forecast (FA)
Prognostic Charts
Winds/Temperatures Aloft forecast (for en route ops),
SIGMETs,
AIRMETs,
Convective SIGMETs (these three --METs are known as Inflight Weather Advisories)
NOTAMs may list outages of weather facilities along the path

HIWAS
LAWRS
TFRs along route (fire TFRs could go as high as 11-18,000 ft)

For optimal cross-country, looking for all TAFs to display 00000KT P6SM, SKC with temps at 15C



PHAK 13-5
Standard Briefing

A standard briefing provides the most complete information and a more complete weather picture. This type of briefing should be obtained prior to the departure of any flight and should be used during flight planning.

Standard Briefings can be obtained from FSS and 1800wxbrief.com website (Official Fed Gov contracted flight planning site)



 (variety of different forecast products are produced and designed to be used in the preflight planning stage.  The printed forecasts that pilots need to be familiar with are the terminal aerodrome forecast (TAF), aviation area forecast (FA), inflight weather advisories (SIGMET, AIRMET), and the winds and temperatures aloft forecast (FB).PHAK, 13-9  )

A TAF is a report established for the five statute mile radius around an airport.
Area Forecasts (FA)

The Area Forecast (FA) gives a picture of clouds, general weather conditions, and visual meteorological conditions (VMC) expected over a large area encompassing several states. There are six areas for which area forecasts are published in the contiguous 48 states. Area forecasts are issued three times a day and are valid for 18 hours. This type of forecast gives information vital to en route operations, as well as forecast information for smaller airports that do not have terminal forecasts.


Winds and Temperature Aloft Forecast (FB)

Winds and temperatures aloft forecasts (FB) provide wind and temperature forecasts for specific locations throughout the United States, including network locations in Hawaii and Alaska. The forecasts are made twice a day based on the radiosonde upper air observations taken at 0000Z and 1200Z.

Altitudes through 12,000 feet are classified as true altitudes, while altitudes 18,000 feet and above are classified as altitudes and are termed flight levels. Wind direction is always in reference to true north, and wind speed is given in knots. The temperature is given in degrees Celsius. No winds are forecast when a given level is within 1,500 feet of the station elevation. Similarly, temperatures are not forecast for any station within 2,500 feet of the station elevation. PHAK 13-13


Weather Charts

Weather charts are graphic charts that depict current or forecast weather. They provide an overall picture of the United States and should be used in the beginning stages of flight planning. Typically, weather charts show the movement of major weather systems and fronts. Surface analysis (Highs/Lows), weather depiction (IFR areas), and significant weather prognostic charts (forecast of aviation weather hazards) are sources of current weather information. Significant weather prognostic charts provide an overall forecast weather picture. PHAK 13-13




7−1−4. Preflight Briefing

a. Flight Service Stations (FSSs) are the primary

source for obtaining preflight briefings and inflight

weather information. (AIM , 7-1-5)


 

PA.I.C.K3

Meteorology applicable to the departure, en route, alternate, and destination under VFR in Visual Meteorological Conditions (VMC) to include expected climate and hazardous

conditions such as:

PA.I.C.K3a

a. Atmospheric composition and stability
Air pressure (1inHg) and temp (2C) decrease at a steady, reliable rate with increase in altitude
High Press spins clockwise & winds going outward, Low Press spins counterclockwise with winds coming in

PA.I.C.K3b

b. Wind (e.g., crosswind, tailwind, wind shear, etc.)
Wind speed, wind direction, wind gusts,

PA.I.C.K3c

c. Temperature
Extremes in temperature (high temp = high density alt) low temp = icing, altimeter issues

PA.I.C.K3d

d. Moisture/precipitation
note any that would obscure vsby (fog, heavy rain)

PA.I.C.K3e

e. Weather system formation, including air masses (cold air mass, warm air mass) and fronts
Cold, Warm and Occluded fronts bad for avn; vsby low, rain and gusty winds
Low pressure systems associated with bad wthr sometimes, always check Area and TAF forecasts along route

The location where two air masses meet is called a front. (and some type of bad for avn wthr forms), for example with warm front(goes over top of cold front) you get statiform clouds, fog, drizzle and low vsby

PA.I.C.K3f

f. Clouds
Cumulus and Cumulonimbus CB clouds bad for avn, source of Thunderstorms and atmospheric instability, (CB clds bad for avn)

 

Cirrus clouds = good weather (good for avn)

PA.I.C.K3g

g. Turbulence
Conv SIGMETs, SIGMETs and AIRMET Tango, check PIREPs along route for turbulence(turb bad for avn, causes stress on airframe)

PA.I.C.K3h

h. Thunderstorms and microburst
Severe winds and rain + wind shear = bad for avn
microburst winds go straight down to ground and can push plane to ground

PA.I.C.K3i

i. Icing and freezing level information
See Low Level Significant Weather (SigWx) Charts for forecastFreezing level, see SIGMEs and AIRMETs for current and forecast Icing and Freezing levels

PA.I.C.K3j

j. Fog
Temp = Dewpoint, Fog forms (when temp near dewpoint, need to not fly and be ready for fog)
Warm fronts come with fog

PA.I.C.K3k

k. Frost
Temp=Dewpoint and temp below freezing (bad for avn, reduces lift)

PA.I.C.K4

Flight deck displays of digital weather and aeronautical information.

NEXRAD, display weather 15-30 mins in the past
Terrain displays

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.C.R1

Factors involved in making the go/no go and continue/divert decisions, to include:

PA.I.C.R1a

a. Circumstances that would make diversion prudent
low vsby, turbulence, icing, check AWOS, HIWAS

PA.I.C.R1b

b. Personal weather minimums
7sm by 7k cig

PA.I.C.R2

Limitations of:

PA.I.C.R2a

a. Onboard weather equipment (delayed by 15-30 mins, vwng wthr frm 15-30 mins ago)

PA.I.C.R2b

b. Aviation weather reports and forecasts

limited by weather sensors, may show past weather and not able to display fast forming weather such as Thunderstorms

PA.I.C.R2c

c. Inflight weather resources
FSS, AWOS/ASOS, ATIS, HIWAS, inflight weather with ADS-B services

Radar weather may be 15-30 mins from the past (all of the avaialbe services are not real-time except for maybe AWOS/ASOS)
NEXRAD data is at least 8 minutes old by the time you see it on a display

Skills

The applicant demonstrates the ability to:

PA.I.C.S1

Use available aviation weather resources to obtain an adequate weather briefing.
Get Std Briefing from 1800wxbrief/ FSS, check TAFs along route, Area Forecasts, Winds/Temps aloft at all altitudes up to cruise

PA.I.C.S2

Discuss the implications of at least three of the conditions listed in K3a through K3k above, using actual weather or weather conditions in a scenario provided by the evaluator.
Know where TS may form along route (can’t fly above or around (not easy)
Know Freezing level (from AIRMETs, SIGMETs, ProgCharts, Area Forecast)
Anticipate Fog formation at any ldg pt in route if Temp/Dewpoint close together
Are any Fronts going to be in your route of flight?

PA.I.C.S3

Correlate weather information to make a go/no-go decision.
I am going to fly from SAC-CIC (Chico CA) (should I go?)
TAFs all VFR to CIC showing P6SM+SKC, 8kt SW wind, haze/smoke north of CIC



I am going from SAC-CLM(Port Angeles, WA) (should I go?)
TAFs VFR to CLM, most show P6SM+SKC, flying in 10kt North wind at 10,500, TFRs (fire) in Oregon (will have to divert around or climb), no SIGMETs/AIRMETs along route

Area Forecasts(12 hr forecast plus a 6 hr outlook(VFR,IFR)/GphclFrcstsAvn(GFA-new)
Winds/Temperatures Aloft forecast (for en route ops),
Prog Charts
SIGMETs, AIRMETs, PIREPs
TAFs (TAF order of info = Wind - Visibility - Weather - Sky Condition - Optional Data (Wind Shear)
METARs/Surface Analysis/Weather Depiction(Areas of IFR), Radar(Areas of Rain)
Inflight-Weather: AWOS/ASOS/ATIS/HIWAS(SIGMET-AIRMET-PIREP)/LAWRs/Flight Service/ATC/ADS-B weather(NEXRAD)/ACAS(Adverse Condition Alert Service: provided by FSS if filed flight Plan—send to phone SIGMETs, AIRMETs, PIREPs pertinent to your route)

Temp/Dewpoint (close=fog 20/20)
CIG(>1000 ft?)

VSBY (>3sm?)

TAF (Format/Order)
Wind
VSBY
Weather(RA, SN, BR, HZ, TS, FG, FU, etc)
Sky Condition (SKC, OVC050)

Ceiling (CIG)
Clouds(CB,ACC, etc)
Wind/Turb/LLWS(low level wind shear) (AIRMET-Tango)
Icing (AIRMET Zulu)

IFR Cond/Mtn Obsn (AIRMET-Sierra)
SIGMETs/Conv-SIGMETs (TS,

TFRs
NOTAMs

Three factors Rate(How does the current/predicted weather affect the three factors below):
(1)Visibility/Ceilings(Reduced)(Clouds, Rain, Fog,Haze, Temp/Dewpoint close)? (I want Vsby-7sm/CIG 7000ft or greater)
(2)Turbulence/Winds(Present)(Surface Wind, Winds Aloft, Wind gusts, AIRMET-Tango)?
(3)Performance(Reduced)(Temp)(high-Density Alt, low-icing)?

 

 

 

ACAS detail from 1-800-wx-brief:

The ACAS service will send alert messages to the Position Reporting and Communications Devices, Text Message Phone Numbers, and Email Addresses you select below, when adverse conditions arise along your planned route of flight.

 

Per FAA Order 7110.10, adverse conditions include:

Temporary Flight Restrictions (TFR) AIRMETs (WA)

Airport/Runway Closures (AA) Urgent Pilot Reports (UUA) / Special AIREPs (ARS)

SIGMETs (WS) Severe Weather Watches (AWW)

Convective SIGMETs (WST) Severe Weather (WW)

Center Weather Advisories (CWA)



 

The ACAS service will also send alert messages when UOAs are reported within 2,000 ft of the filed altitude, and for all UOAs reported within 10 nm of the departure or destination.

 

This service includes options for preflight and inflight alerting.

 

Notes: For IFR flight plans, preflight alerts will be based on the filed route (which may be different from the ATC-assigned route) and will cease at the Estimated Time of Departure. For Alaska VFR flight plans with extended ETA, inflight alerts will not be sent.


 

 

Task

D. Cross-Country Flight Planning

References

14 CFR part 91; FAA-H-8083-2, FAA-H-8083-25; Navigation Charts; Chart Supplements; AIM; NOTAMs

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with cross-country flights and VFR flight planning.

Knowledge

The applicant demonstrates understanding of:

PA.I.D.K1

Route planning, to include consideration of different classes and special use airspace and selection of appropriate navigation/communication systems and facilities.

For Direction of Flight, consider Prohibited,Restricted,Warning areas, MOAs, Alert areas, MTRs, TFRs, NOTAMs, Class B, Mode C veil near Class B, Class C, Class D, Class E at and above 10,000 MSL(need transponder), have FSS, ATC and Airport towers, CTAFs and VOR freq along route; navigation via pilotage (easily visible landmarks), dead reckoning, GPS and VOR backup systems

PA.I.D.K2

Altitude selection accounting for terrain and obstacles, glide distance of aircraft, VFR cruising altitudes, and the effect of wind.

Use IFR MEA/MOCA to set minimum altitude along route considering VFR cruising altitudes required by 91.159
(1) On a magnetic course of zero degrees through 179 degrees, any odd thousand foot MSL altitude +500 feet (such as 3,500, 5,500, or 7,500); or

(2) On a magnetic course of 180 degrees through 359 degrees, any even thousand foot MSL altitude +500 feet (such as 4,500, 6,500, or 8,500).

Winds/Temps aloft forecast for optimum wind/min turbulence level (not sure what FAA means by “effect of wind”, if you are flying north and the wind is from the west its probably going to be mostly from the west at GA altitudes)

PA.I.D.K3

Calculating:

PA.I.D.K3a

a. Time, climb and descent rates, course, distance, heading, true airspeed, and groundspeed

Time = Dist/Rate=Time (100 miles/120knots=.83 hr (49.8 minutes)
Climb/Descent Rates (refer to POH and adjust for Temps above Standard)
Course (Use Plotter to get True course)
Distance (Use Plotter to get Distance)
Heading (apply wind component from Winds Aloft to True Course to get True Heading, apply Deviation to get Magnetic Heading)
True Airspeed (refer to POH for Cruise True Airspeed at different Altitudes, convert POH Indicated Airspeed in Climb with E6B to get True Climb Airspeed)
GroundSpeed (subtract headwind, add tailwind to True Airspeed to get Ground Speed)

PA.I.D.K3b

b. Estimated time of arrival to include conversion to universal coordinated time (UTC)

Estimate time of Arrival using D=rt or D/r=t with r(rate) = ground speed
We are Pacific Daylight time now so we’ll add 7 hours to local time to get UTC, if PST add 8 hrs (MTN+6, CTL+5,ESTN+4)

PA.I.D.K3c

c. Fuel requirements, to include reserve

Use POH to get:

Taxi/Runup Gal = 1.1
Climb Gal = (see POH), 3 gals
Cruise GPH (see POH), 6-10 GPH depending on Alt, Power Setting and Current Temp

PA.I.D.K4

Elements of a VFR flight plan.

Flight Rule (VFR,IFR)

Aircraft ID (N441QF)

Aircraft Type (C172)

Aircraft Equipment (U)

No. of Aircraft

Heavy

Airspeed

Altitude (100s ft)

Departure

Departure Date & Time

Route of Flight (Blank for direct)

Destination

Time Enroute

Fuel on Board

Remarks (Optional)

No. on Board

Alternate Apt 1 (Optional)

Alternate Apt 2 (Optional)

Pilot Contact Information

Aircraft Color

  

  
  

  

  
  

  

  
  

  

  
Sec. 91.153  VFR flight plan: Information required.
 
    (a) Information required. Unless otherwise authorized by ATC, each 
person filing a VFR flight plan shall include in it the following 
information:
    (1) The aircraft identification number and, if necessary, its radio 
call sign.
    (2) The type of the aircraft or, in the case of a formation flight, 
the type of each aircraft and the number of aircraft in the formation.
    (3) The full name and address of the pilot in command or, in the 
case of a formation flight, the formation commander.
    (4) The point and proposed time of departure.
    (5) The proposed route, cruising altitude (or flight level), and 
true airspeed at that altitude.
    (6) The point of first intended landing and the estimated elapsed 
time until over that point.
    (7) The amount of fuel on board (in hours).
    (8) The number of persons in the aircraft, except where that 
information is otherwise readily available to the FAA.
    (9) Any other information the pilot in command or ATC believes is 
necessary for ATC purposes.
 
[[Page 843]]
 
    (b) Cancellation. When a flight plan has been activated, the pilot 
in command, upon canceling or completing the flight under the flight 
plan, shall notify an FAA Flight Service Station or ATC facility.

PA.I.D.K5

Procedures for activating and closing a VFR flight plan.

Contact Flight Service Station via telephone or over airplane radio frequency (122.05 Rancho Murieta Radio for KSAC, see Chart Spplmt for your area) to Activate and Close flight plan. Close Flight Plan less than 30 minutes after landing.

You can also Activate and Close Flight Plans with the 1-800-WX-Brief.com email/text msg links as well as Activating the Flight Plan directly by pressing the Activate button right at the bottom of the Flight Service (1800wxbrief.com ) Flight Plan online form
https://www.1800wxbrief.com/Website/home#!/

The EasyActivate™ and EasyClose™ service will send messages to the Text Message Phone Numbers and Email Addresses you select below, with links for fast flight plan activation and closure.

 

Messages are sent:

(a) 30 minutes before proposed departure time with a link to Activate your flight plan.

(b) 30 minutes before Estimated Time of Arrival with a link to Close your flight plan.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.D.R1

Pilot.
IMSAFE
Illness

Medication

Sleep
Alcohol
Fatigue
Eating

PAVE checklist

PA.I.D.R2

Aircraft.

Airworthy? A1TAPE inspections all up to date?

PA.I.D.R3

Environment (e.g., weather, airports, airspace, terrain, obstacles).

PA.I.D.R4

External pressures.

(schedules, other passengers wants/desires/schedules, timelines, deadlines, opportunities lost if don’t go)

PA.I.D.R5

Limitations of air traffic control (ATC) services.

ATC services provided on a workload permitting basis

Radar coverage limitations based on scientific limitations of Radar:
Radar could be blocked by mountains, bent by temperature inversions, reflect/attenuated off other objects like heavy clouds in the air that cause the radar beam to not reach a small plane to be reflected back to the controller

The controller's first priority is given to establishing vertical, lateral, or longitudinal separation between aircraft flying IFR under the control of ATC.
http://tfmlearning.fly.faa.gov/Publications/atpubs/AIM/Chap4/aim0405.html

PA.I.D.R6

Improper fuel planning.

See POH for fuel usage (Gal Per Hour-GPH) at different cruise and climb scenarios, see POH for GPH planning

Skills

The applicant demonstrates the ability to:

PA.I.D.S1

Prepare, present and explain a cross-country flight plan assigned by the evaluator including a risk analysis based on real-time weather, to the first fuel stop.
Flight Plan form - _FAA_7233 https://www.faa.gov/documentLibrary/media/Form/FAA_7233-1_5-11-17.pdf


Flight Plan components:
Flight Rule (VFR,IFR)

Aircraft ID (N441QF)

Aircraft Type (C172)

Aircraft Equipment (U)

No. of Aircraft

Heavy

Airspeed

Altitude (100s ft)

Departure

Departure Date & Time

Route of Flight (Blank for direct)

Destination

Time Enroute

Fuel on Board

Remarks (Optional)

No. on Board

Alternate Apt 1 (Optional)

Alternate Apt 2 (Optional)

Pilot Contact Information

Aircraft Color

Checked all weather (TAFs, Area Forecast, SIGMETs/AIRMETs,TFRs),NOTAMs,
Have ACAS set with my Flight Plan on 1800wxbrief
Have checkpoints (visual) set
Determined Distance, Calculated:
Flight Time (flight time to each checkpoint, expected),
Fuel Requirements Fuel burn(fuel requirements),
Direction (Mag. Heading) (+wind correction angles for different areas/altitudes of flight)
Ground Speed (true airspeed) considering wind

 

PA.I.D.S2

Apply pertinent information from appropriate and current aeronautical charts, chart supplements; NOTAMs relative to airport, runway and taxiway closures; and other flight

publications.
Review current Sectionals, Chart Supplements for all required Frequency and Runway length information. Review NOTAMs, TFRs, AIRMETs for information that may affect flight

For 91.103 (get Weather, Fuel req., Alternates, Runway distances and landing/takeoff distances)

PA.I.D.S3

Create a navigation log and simulate filing a VFR flight plan.

For each NavLog checkpoint, Set

Altitude (for each segment + cruise altitude)
Direction (Magnetic Heading/Compass hdg (True course, Wind CrtnAngl, True Hdg, Vartn,Devtn)
Speed (True Airspeed/Indicated Airspeed/Ground Speed)
Fuel Burn (Gallons)
Estimated Time to checkpoint

Full Navlog:
Fuel Requirements TOTAL

Time of Flight TOTAL

Distance of Flight TOTAL

Direction of flight(initial), Compass hdg (N, W, E, S), multiple Mag Hdgs chg crs at ckpts.
Top of Climb

Top of Descent

PA.I.D.S4

Recalculate fuel reserves based on a scenario provided by the evaluator.

See POH for GPH at assigned altitude/temperature/power setting

 

GPH x time at new setting = fuel required/estimated fuel burn

Sec. 91.151

 

Fuel requirements for flight in VFR conditions.

 

(a) No person may begin a flight in an airplane under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed--

(1) During the day, to fly after that for at least 30 minutes; or

(2) At night, to fly after that for at least 45 minutes.

(b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed, to fly after that for at least 20 minutes.







Task

E. National Airspace System

References

14 CFR parts 71, 91, 93; FAA-H-8083-2; Navigation Charts; AIM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with the National Airspace System (NAS) operating under VFR as a private pilot.

Knowledge

The applicant demonstrates understanding of:

PA.I.E.K1

 
Types of airspace/airspace classes and associated requirements and limitations.

  

  
  

  

  
Use this Reference Card to Determine if you meet:

  

  
(1) Weather (Vsby/Dist. Fm Clds)

  

  
(2) Equipment (2-way Radio, Transponder)

  

  
(3) Pilot Certificate (Private, Instrument,

  

  
(4) Entry Requirement (ATC clearance (A, B, SpclVFR (Sfc E)), Radio Contact (C,D)

  

  
  

  

  
AirSpace Reference:

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
Mode C veil airspace applies from surface to 10,000 ft MSL. Altitude reporting is required from the surface of Class D, E, G airports if these airports are within Mode C veil (example: Class G Auburn Apt (S50) within Seattle Mode C veil, under Seattle (KSEA) Class B). 

  

  
  

  

  
Special VFR 91.157-

  

  
  Sec. 91.157  Special VFR weather minimums.
 
    (a) Except as provided in appendix D, section 3, of this part, 
special VFR operations may be conducted under the weather minimums and 
requirements of this section, instead of those contained in Sec. 91.155, 
below 10,000 feet MSL within the airspace contained by the upward 
extension of the lateral boundaries of the controlled airspace 
designated to the surface for an airport.

  

  
  

  

  
  

  

  
(1) ATC clearance
(2) Visibility=1 statute mile
(3) Distance from Clouds= Clear of Clouds

  

  
  

  

  
AirSpace Classes IMG (color)

  

  
  

  

  
  

  

  
  

  

  
Airspace classes IMG

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
Sec. 91.117  Aircraft speed. (200k below 2500 ago or 250k below 10k msl)

  

  
Sec. 91.119  Minimum safe altitudes: General. (a) create no hazard, (b) 1000ft abv/2000 ft horiz (c) 500 ft fm any civilized item)

  

  
  Sec. 91.159  VFR cruising altitude or flight level., if >3000 ft agl, (0-179 mag odd 1000s +500 eg 3500 , 180-350 even 1000s + 500 eg 4500)

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
  

  

  
 

PA.I.E.K2

Charting symbology. (see legend on sectional/tac/ifr chart)
Sectional Chart (Regular Airspace Classes B, C, D, E, G), sfc to 17,999 MSL:

Sectional Chart Legend Image (Airspace)

PA.I.E.K3

Special use airspace (SUA), special flight rules areas (SFRA), temporary flight restrictions (TFR), and other airspace areas.

Special Use Airspace (SUA)
SUA definition from AIM 3-4-1: Airspace wherein activities must be confined because of their nature, or wherein limitations are imposed on aircraft operations that are not a part of those activities, or both.

TO DO: (1) check for Active SUAs using the FAA TFR and SUA maps.  (2)If any SUA will be active during the time/intended route of your flight, determine if you can pass through the SUA with or without permission or if you can going or above the SUA. (3) if you cannot pass through an active SUA and going around is not feasible, consider flying another day.

FAA Active SUA Map Link (check this first for all ACTIVE SUA including TFRs, MOAs and MTRs (active MTRs look like black lines on the map), If a TFR is listed as active, obtain the TFR FDC NOTAM for operating times, altitudes and controlling agency)


FAA SUA Map (Active SUAs)







 


Temporary Flight Restrictions (TFR),

What are TFRs? (from the FAA)

A Temporary Flight Restriction (TFR) is a type of Notices to Airmen (NOTAM). A TFR defines an area restricted to air travel due to a hazardous condition, a special event, or a general warning for the entire FAA airspace. The text of the actual TFR contains the fine points of the restriction.

TFRs are issued as FDC NOTAMs (example)
(review each TFR for active times, altitudes, controlling agency)

TFR Lookup (FAA)

FAA Active TFR Map Link
FAA Active TFR List link
FAA PilotWeb FDC TFR NOTAM Lookup by Flight Path (TFRs presented in Text only)(not as easy to use as map links above which display the TFR over the Sectional Chart)

TFRs are not displayed on officially published FAA Sectional charts (but can be found on web-based Sectional charts presented by companies such as SkyVector) .

FAA TFR Image Map (CONUS)








TFR Overview

 

A temporary flight restriction (TFR) is a regulatory action that temporarily restricts certain aircraft from operating within a defined area in order to protect persons or property in the air or on the ground.  TFRs are issued in a  NOTAM. You must obtain the NOTAM that establishes a TFR and understand what is and isn't allowed. To obtain the most current information it is necessary to contact a FSS.

 

There are several types of TFRs defined in the regulations.  Since TFRs are, by definition, “temporary” in nature, it is extremely important to check the FDC NOTAMs before every flight you make.

 

TFRs are not depicted on any navigational charts. Size, shape, altitudes, and other details vary. resources are available to help you visualize and understand restrictions.

TFR Format

FDC NOTAMs that establish TFRs follow a very specific format. All begin with the phrase, “FLIGHT RESTRICTIONS” and include the following information:

1.Location of the TFR area

2.Effective period

3.Defined area

4.Altitudes affected

5.FAA coordination facility and telephone number

6.Reason for the TFR

7.Agency directing relief activities (if applicable) and telephone number

8.Any other information considered appropriate.

 

The FAA's TFR website (http://tfr.faa.gov/tfr2/list.html) provides multiple options for finding a specific TFR. In addition to reviewing the text, this website offers the option of a graphical depiction of the affected area.

TFR example for an Airshow in SEPT 2017:

FAA TFR (FDC NOTAM) example











Special Use Airspace Sectional Chart Symbols / Sectional Chart Legend
SUA Displayed on Sectional Charts (Sectional Chart displays controlling agency contact information, active times and altitudes at the top of the chart)







SUA (Warning, Military Operations Areas (MOAs), Alert areas, Controlled Firing Areas) Description and recommended pilot action:











Prohibited/Restricted Areas
(displayed on Sectional Charts with blue border(along with Warning areas) (see top of Sectional for times, altitudes, controlling agency)

Prohibited (all flights over Prohibited areas are not allowed unless specifically authorized, considered a no-fly zone) A prohibited area begins at the surface and has defined dimensions in which the flight of unauthorized aircraft is prohibited.  Such areas are established when necessary to prohibit flight in the interest of national security and welfare. 




Prohibited/National Security Area(small area) + Seattle (KSEA) Mode C veil (red line) displayed:









Restricted (all flights over Restricted areas require approval from controlling agency prior to entering area)
A restricted area is airspace within which the operation of aircraft is subject to restriction.  Restricted areas are established to separate activities considered to be hazardous to other aircraft, such as artillery firing or aerial gunnery. 

NOTE: Times of use shown on the Sectional Chart for Restricted Areas are not exclusive. Some restricted areas include the notation “other times by NOTAM.” Always check NOTAMs and/or contact the controlling agency for active times.  Restricted areas are listed in 14 CFR 73.13 and Aeronautical Information Manual section 3-4-3.

 







National Security Areas

 

National Security Areas consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA. When it is necessary to provide a greater level of security and safety, flight in NSAs may be temporarily prohibited by regulation under the provisions of 14 CFR Section 99.7. Regulatory prohibitions will be issued by System Operations, System Operations Airspace and AIM Office, Airspace and Rules, and disseminated via NOTAM. Inquiries about NSAs Inquiries should be directed to Airspace and Rules.






 

Special Use Airspace Sectional Chart Symbols / Sectional Chart Legend
SUAs also include TRSAs, Mode C, and FAR 93 (Special Airport Traffic Areas/Special Air Traffic Rules/Special Flight Rules/Special Flight Rules Areas (SFRA)(eg Wash DC, SFRA NY Class B)





FAR 93 Special Flight Rules Areas (SFRA) / CFR reference title is: PART 93—SPECIAL AIR TRAFFIC RULES

§93.1   Applicability.

This part prescribes special air traffic rules for operating aircraft in certain areas described in this part, unless otherwise authorized by air traffic control.
 
FAR 93 SFRAs and areas with SFRs are regulated areas established for security and/or because of high flight density and have specific instructions for operation. Details about SFRAs(Wash DC and NY) and areas with SFRs are found in 14 CFR part 93 FAR 93 Link
FAR 93 airports should have a box around the Airport Name and white diagonal lines surrounding the area(Anchorage Intl (PANC))







temporary flight restrictions (TFR),
FAA TFR Map (Active TFRs)






other airspace areas (MOAs, Alert, Warning, Controlled Firing, Restricted, MTRs, Mode C)(see sectional for operating details)





MTRs (Military Training Routes-contact TRACON or FSS for activity and altitudes) and check FAA SUA website here (FAA Active SUA Map Link ), clicking Map Layers and check boxing MTR options as MTRs are not displayed by default map












MTRs, ADIZ and MOAs on Sectional








Air Defense Identification Zone (ADIZ) (basic requirements)
(1) 2-way radio,

(2) Altitude reporting transponder
(3) Defense VFR (DVFR) flight plan (you should not activate your flight plan in the air or you will get intercepted)

Question:
If I fly from Little River way off the coast and cross the ADIZ going west, do I need a DVFR to cross back over the ADIZ when flying back to Little River?

 

( See FAA Entering, Exiting and Flying in United States Airspace for ADIZ information )

 

All aircraft entering domestic U.S. airspace from points outside must provide for identification prior to entry. To facilitate early aircraft identification of all aircraft in the vicinity of U.S. and international airspace boundaries, Air Defense Identification Zones  (ADIZ) have been established.

 

For the majority of operations associated with an ADIZ, an operating two way radio is required. Unless otherwise authorized by ATC, each aircraft conducting operations, into, within, or across the Contiguous U.S. ADIZ must be equipped with an operable radar beacon transponder having altitude capability.

 

Generally a DVFR flight plan must be filed to enter an ADIZ. There are exceptions for aircraft operations that remain within 10 nautical miles of the point of departure point within the 48 contiguous states and the District of Columbia, or within the State of Alaska: Over any island, or within 3 nautical miles of the coastline of any island: or Associated with any ADIZ other than the Contiguous U.S. ADIZ when the aircraft true airspeed is less than 180 knots.

 

An air filed VFR makes an aircraft subject to interception for positive identification when entering an ADIZ. Pilots are, therefore, urged to file the required DVFR flight plan either in person or by telephone prior to departure.











ADIZ (Air Defense Identification Zone)




Air Defense Identification Zone (ADIZ) (basic requirements)
(1) 2-way radio,

(2) Altitude reporting transponder
(3) Defense VFR (DVFR) flight plan (you should not activate your flight plan in the air or you will get intercepted)

Question:
If I fly from Little River way off the coast and cross the ADIZ going west, do I need a DVFR to cross back over the ADIZ when flying back to Little River?

 

( See FAA Entering, Exiting and Flying in United States Airspace for ADIZ information )

 

All aircraft entering domestic U.S. airspace from points outside must provide for identification prior to entry. To facilitate early aircraft identification of all aircraft in the vicinity of U.S. and international airspace boundaries, Air Defense Identification Zones  (ADIZ) have been established.

 

For the majority of operations associated with an ADIZ, an operating two way radio is required. Unless otherwise authorized by ATC, each aircraft conducting operations, into, within, or across the Contiguous U.S. ADIZ must be equipped with an operable radar beacon transponder having altitude capability.

 

Generally a DVFR flight plan must be filed to enter an ADIZ. There are exceptions for aircraft operations that remain within 10 nautical miles of the point of departure point within the 48 contiguous states and the District of Columbia, or within the State of Alaska: Over any island, or within 3 nautical miles of the coastline of any island: or Associated with any ADIZ other than the Contiguous U.S. ADIZ when the aircraft true airspeed is less than 180 knots.

 

An air filed VFR makes an aircraft subject to interception for positive identification when entering an ADIZ. Pilots are, therefore, urged to file the required DVFR flight plan either in person or by telephone prior to departure.






3−5−6. Terminal Radar Service Area (TRSA)
TRSA (voluntary participation)






TRSAs do not fit into any of the U.S. airspace classes;

therefore, they will continue to be non−Part 71

airspace areas where participating pilots can receive

additional radar services which have been redefined

as TRSA Service.

b. TRSAs. The primary airport(s) within the

TRSA become(s) Class D airspace. The remaining

portion of the TRSA overlies other controlled

airspace which is normally Class E airspace

beginning at 700 or 1,200 feet and established to

transition to/from the en route/terminal environment.

c. Participation. Pilots operating under VFR are

encouraged to contact the radar approach control and

avail themselves of the TRSA Services. However,

participation is voluntary on the part of the pilot. See

Chapter 4, Air Traffic Control, for details and

procedures.

d. Charts. TRSAs are depicted on VFR sectional

and terminal area charts with a solid black line and

altitudes for each segment. The Class D portion is

charted with a blue segmented line.





--Other Periodic FAA Airspace Rulings that may affect your flight/flight plan(these are usually issued by NOTAM)--

SFARs & Emergency Rules

 

SFARs

 

A Special Federal Aviation Regulation (SFAR) pertaining to airspace is typically a temporary rule to address a temporary situation.  It is generally not used to replace or enforce regulations that are to remain in effect for many years. Consequently, an SFAR has an expiration date, usually no more than 3 years from its effective date. SFARs are listed at the beginning of the most relevant Code of Federal Regulations (CFR), and may be cross-referenced to other regulations. SFARS can prohibit, restrict, or have additional requirements to operate in the airspace the SFAR applies to.

 

SFARs cover a broad range of topics, for example: 

## SFAR 50-2, Special Flight Rules in the Vicinity of the Grand Canyon National Park , AZ; 

## SFAR 73,  Robinson R-22/R-44 Special Training and Experience Requirements

 

Emergency Air Traffic Rules

 

When authorities determine there is (or will be) an emergency condition affecting the FAA's ability to operate the air traffic control system with the necessary level of safety and efficiency, the Administrator may issue an air traffic rule with immediate effect – that is, a rule that does not go through the normal rule making processes.

 

The NOTAM system is used to disseminate information on the precise impact, terms, and conditions of the emergency air traffic rule, so it is imperative to check FDC NOTAMs before every flight.



Thorough preflight planning – including a review of FDC NOTAMs and the airspace to be flown in is critical, not only to the safety of your flight, but also to avoiding violation of TFRs and other flight restrictions.   FDC NOTAMs are regulatory in nature and contain such items as amendments to published Instrument Approach Procedures, changes to aeronautical charts, and TFRs.  You must check with Flight Service or DUATs to ensure that you have the most up-to-date information on flight restrictions and special use airspace along your intended route of flight.




FAASafety.gov Airspace Course Link (concise overview of Class A-E, G + Special Use Airspace (TFRs, etc.)

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.E.R1

Various classes of airspace.

Class A-E, G (Do I meet the Weather, Equipment, Pilot cert req.)?

Special Use Airspace (SUA) (Have I checked for SUA along my route of flight? Have I checked SUA for activity along my route of flight)


3−1−1. General

a. There are two categories of airspace or airspace

areas:

1. Regulatory (Class A, B, C, D and E airspace

areas, restricted and prohibited areas); and

2. Nonregulatory (military operations areas

(MOAs), warning areas, alert areas, and controlled

firing areas).

NOTE−

Additional information on special use airspace (prohibited

areas, restricted areas, warning areas, MOAs, alert areas

and controlled firing areas) may be found in Chapter 3,

Airspace, Section 4, Special Use Airspace, paragraphs

3−4−1 through 3−4−7.

b. Within these two categories, there are four

types:

1. Controlled,

2. Uncontrolled,

3. Special use, and

4. Other airspace.

c. The categories and types of airspace are dictated

by:

1. The complexity or density of aircraft

movements,

2. The nature of the operations conducted

within the airspace,

3. The level of safety required, and

4. The national and public interest.


Class A-E, G

Special Use Airspace (SUA)

Skills

The applicant demonstrates the ability to:

PA.I.E.S1

 
Explain the requirements for basic VFR weather minimums and flying in particular classes of airspace, to include SUA, SFRA, and TFR.

  

  
  
Basic VFR Weather Minimums

  

  
  

  

  
  Sec. 91.155  Basic VFR weather minimums.

 

    (a) Except as provided in paragraph (b) of this section and

Sec. 91.157, no person may operate an aircraft under VFR when the flight

visibility is less, or at a distance from clouds that is less, than that

prescribed for the corresponding altitude and class of airspace in the

following table:

 

------------------------------------------------------------------------

                                                         Distance from

            Airspace              Flight visibility         clouds

------------------------------------------------------------------------

Class A........................  Not Applicable.....  Not Applicable.

Class B........................  3 statute miles....  Clear of Clouds.

Class C........................  3 statute miles....  500 feet below.

                                 ...................  1,000 feet above.

                                 ...................  2,000 feet

                                                       horizontal.

Class D........................  3 statute miles....  500 feet below.

                                 ...................  1,000 feet above.

                                 ...................  2,000 feet

                                                       horizontal.

Class E:

    Less than 10,000 feet MSL..  3 statute miles....  500 feet below.

                                 ...................  1,000 feet above.

                                 ...................  2,000 feet

                                                       horizontal.

    At or above 10,000 feet MSL  5 statute miles....  1,000 feet below.

                                 ...................  1,000 feet above.

                                 ...................  1 statute mile

                                                       horizontal.

Class G:

    1,200 feet or less above

     the surface (regardless of

     MSL altitude)

For aircraft other than

 helicopters:

    Day, except as provided in   1 statute mile.....  Clear of clouds.

     Sec. 91.155(b).

    Night, except as provided    3 statute miles....  500 feet below.

     in Sec. 91.155(b).

                                 ...................  1,000 feet above.

                                 ...................  2,000 feet

                                                       horizontal.

For helicopters:

    Day........................  \1/2\ statute mile.  Clear of clouds

    Night, except as provided    1 statute mile.....  Clear of clouds.

     in Sec. 91.155(b).

    More than 1,200 feet above

     the surface but less than

     10,000 feet MSL

        Day....................  1 statute mile.....  500 feet below.

                                 ...................  1,000 feet above.

                                 ...................  2,000 feet

                                                       horizontal.

        Night..................  3 statute miles....  500 feet below.

                                 ...................  1,000 feet above.

                                 ...................  2,000 feet

                                                       horizontal.

    More than 1,200 feet above   5 statute miles....  1,000 feet below.

     the surface and at or

     above 10,000 feet MSL.

                                 ...................  1,000 feet above.

                                 ...................  1 statute mile

                                                       horizontal.

------------------------------------------------------------------------

 

    (b) Class G Airspace. Notwithstanding the provisions of paragraph

(a) of this section, the following operations may be conducted in Class

G airspace below 1,200 feet above the surface:

    (1) Helicopter. A helicopter may be operated clear of clouds in an

airport traffic pattern within \1/2\ mile of the runway or helipad of

intended landing if the flight visibility is not less than \1/2\ statute

mile.

    (2) Airplane, powered parachute, or weight-shift-control aircraft.

If the visibility is less than 3 statute miles but not less than 1

statute mile during night hours and you are operating in an airport

traffic pattern within \1/2\ mile of the runway, you may operate an

airplane, powered parachute, or weight-shift-control aircraft clear of

clouds.

    (c) Except as provided in Sec. 91.157, no person may operate an

aircraft beneath the ceiling under VFR within the lateral boundaries of

controlled airspace designated to the surface for an airport when the

ceiling is less than 1,000 feet.

    (d) Except as provided in Sec. 91.157 of this part, no person may

take off or land an aircraft, or enter the traffic pattern of an

airport, under VFR, within the lateral boundaries of the surface areas

of Class B, Class C, Class D, or Class E airspace designated for an

airport--

    (1) Unless ground visibility at that airport is at least 3 statute

miles; or

    (2) If ground visibility is not reported at that airport, unless

flight visibility during landing or takeoff, or while operating in the

traffic pattern is at least 3 statute miles.

 

[[Page 844]]

 

    (e) For the purpose of this section, an aircraft operating at the

base altitude of a Class E airspace area is considered to be within the

airspace directly below that area.

 

[Doc. No. 24458, 56 FR 65660, Dec. 17, 1991, as amended by Amdt. 91-235,

58 FR 51968, Oct. 5, 1993; Amdt. 91-282, 69 FR 44880, July 27, 2004;

Amdt. 91-330, 79 FR 9972, Feb. 21, 2014; Amdt. 91-330A, 79 FR 41125,

July 15, 2014]




Sec. 91.157  Special VFR weather minimums. (ATC clearance, Vsby>=1sm,Dist fm Clds=Clear of Clds)

 

    (a) Except as provided in appendix D, section 3, of this part,

special VFR operations may be conducted under the weather minimums and

requirements of this section, instead of those contained in Sec. 91.155,

below 10,000 feet MSL within the airspace contained by the upward

extension of the lateral boundaries of the controlled airspace

designated to the surface for an airport.

    (b) Special VFR operations may only be conducted--

    (1) With an ATC clearance;

    (2) Clear of clouds;

    (3) Except for helicopters, when flight visibility is at least 1

statute mile; and

    (4) Except for helicopters, between sunrise and sunset (or in

Alaska, when the sun is 6 degrees or more below the horizon) unless--

    (i) The person being granted the ATC clearance meets the applicable

requirements for instrument flight under part 61 of this chapter; and

    (ii) The aircraft is equipped as required in Sec. 91.205(d).

    (c) No person may take off or land an aircraft (other than a

helicopter) under special VFR--

    (1) Unless ground visibility is at least 1 statute mile; or

    (2) If ground visibility is not reported, unless flight visibility

is at least 1 statute mile. For the purposes of this paragraph, the term

flight visibility includes the visibility from the cockpit of an

aircraft in takeoff position if:

    (i) The flight is conducted under this part 91; and

    (ii) The airport at which the aircraft is located is a satellite

airport that does not have weather reporting capabilities.

    (d) The determination of visibility by a pilot in accordance with

paragraph (c)(2) of this section is not an official weather report or an

official ground visibility report.

 

[Amdt. 91-235, 58 FR 51968, Oct. 5, 1993, as amended by Amdt. 91-247, 60

FR 66874, Dec. 27, 1995; Amdt. 91-262, 65 FR 16116, Mar. 24, 2000]















Requirements for flying in particular classes of airspace, to include SUA, SFRA, and TFR.

SUA (Prohibited, Restricted, Warning, MOAs, MTRs, NSAs)

Have I checked Sectional Chart for Active Times, Altitudes, Controlling Agency? Have I checked NOTAMs for SUA Activity?

SFRA (FAR 93)
Have I received the proper training to fly in my planned SFRA (Wash DC SFRA, NY SFRA, Anchorage)?

 

TFR-

Have I checked for TFRs along my route of flight and reviewed the details(times, altitudes, controlling agency) of the FDC NOTAM for the associated TFRs along my route?

 

PA.I.E.S2

Correctly identify airspace and operate in accordance with associated communication and equipment requirements.

Added new here







Airspace Reference Card found at FAASafety.gov(PDF)


Added New here








A – 018-600
B – sfc – 100 MSL

MODE C sfc – 100 MSL (altitude rptg transpdr required)
C – sfc – 040 AGL
D- sfc-025 AGL
E – 007/012 AGL to 17,999 MSL
G – 007/012 AGL or sfc to 145 MSL
>= 10,000 MSL (Alt. Rptg Transpndr required)










CHECKLIST for Airspace Compliance

Do I meet the Weather, Equipment, Pilot requirements for the Airspace Class(es) I plan to fly?


Use the Sectional Chart Legend as a Checklist for Airspace along your flight (Are any of these going to occur along my planned or alternate route of flight?)

AirSpace Classes Sectional:











SUA Sectional




AirSpace Text Checklist (check off any from the list below that will occur along my planned/alternate route of flight)(Have I met WEP(Weather Mins, Equip, Pilot Cert) requirements?)
__ A
__ B

__ C

__ D

__ E
__ E (surface-based Class E non-towered Airport, or airport extensions)
__ G
__ D(under Mode C)

__ E (under Mode C)

__ G (under Mode C)
__ MODE C
__ SVFR (91.157)

Special Use Airspace (SUA)(check Sectional/NOTAMs for operating times, altitudes, controlling agency)

__ Prohibited
__ Restricted
__ TFR
__ Warning
__ NSA
__ SFR/SFRA(FAR 93-Black box airport) Special Airport Traffic Area
__ MOA
__ MTRs (gray line)
__ Alert
__ ADIZ
__ TRSA
__ SFAR

__ Emergency Air Traffic Rules


If I have checked any of the SUA options, have I checked the FAA SUA/TFR websites for current activity?

TFR Lookup (FAA)

FAA Active TFR Map Link
FAA Active TFR List link
FAA PilotWeb FDC TFR NOTAM Lookup by Flight Path (TFRs presented in Text only)(not as easy to use as map links above which display the TFR over the Sectional Chart)

Have I contacted FSS (122.2) or 1-800-WX Brief about the TFRs/SUAs?

 

Have I created a flight plan/nav log and received a STD Briefing from Flight Service online (1800wxbrief.com)


 

 

Task

F. Performance and Limitations

References

FAA-H-8083-1, FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with operating an aircraft safely within the parameters of its performance

capabilities and limitations.

Knowledge

The applicant demonstrates understanding of:

PA.I.F.K1

Elements related to performance and limitations by explaining the use of charts, tables, and data to determine performance.

PA.I.F.K2

Factors affecting performance to include:

PA.I.F.K2a

a. Atmospheric conditions

PA.I.F.K2b

b. Pilot technique

PA.I.F.K2c

c. Aircraft condition

PA.I.F.K2d

d. Airport environment

PA.I.F.K2e

e. Loading

PA.I.F.K2f

f. Weight and balance

PA.I.F.K3

Aerodynamics.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.F.R1

Inaccurate use of manufacturer’s performance charts, tables and data.

PA.I.F.R2

Exceeding aircraft limitations.

PA.I.F.R3

Possible differences between actual aircraft performance and published aircraft performance data.

Skills

The applicant demonstrates the ability to:

PA.I.F.S1

Compute the weight and balance, correct out-of-center of gravity (CG) loading errors and determine if the weight and balance remains within limits during all phases of flight.

PA.I.F.S2

Demonstrate use of the appropriate aircraft manufacturer’s approved performance charts, tables and data.


 

 

Task

G. Operation of Systems

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23, FAA-H-8083-25; POH/AFM.

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with the safe operation of systems on the airplane provided for the flight

test.

Knowledge

The applicant demonstrates understanding of:

PA.I.G.K1

Aircraft systems, to include:

PA.I.G.K1a

a. Primary flight controls and trim

PA.I.G.K1b

b. Secondary flight controls

PA.I.G.K1c

c. Powerplant and propeller

PA.I.G.K1d

d. Landing gear

PA.I.G.K1e

e. Fuel, oil, and hydraulic

PA.I.G.K1f

f. Electrical

PA.I.G.K1g

g. Avionics

PA.I.G.K1h

h. Pitot-static, vacuum/pressure, and associated flight instruments

PA.I.G.K1i

i. Environmental

PA.I.G.K1j

j. Deicing and anti-icing

PA.I.G.K1k

k. Water rudders (ASES, AMES)

PA.I.G.K1l

l. Oxygen system

PA.I.G.K2

Indications of system abnormalities or failures.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.G.R1

Failure to identify system malfunctions or failures.

PA.I.G.R2

Improper handling of a system failure.

PA.I.G.R3

Failure to monitor and manage automated systems.

Skills

The applicant demonstrates the ability to:

PA.I.G.S1

Explain and operate at least three of the systems listed in K1a through K1l above.

PA.I.G.S2

Properly use appropriate checklists.


 

 

Task

H. Human Factors

References

FAA-H-8083-2, FAA-H-8083-25; AIM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with personal health, flight physiology, aeromedical and human factors, as it relates to safety of flight.

Note: See Appendix 6: Safety of Flight.

Knowledge

The applicant demonstrates understanding of:

PA.I.H.K1

Symptoms, recognition, causes, effects, and corrective actions associated with aeromedical and physiological issues including:

PA.I.H.K1a

a. Hypoxia

PA.I.H.K1b

b. Hyperventilation

PA.I.H.K1c

c. Middle ear and sinus problems

PA.I.H.K1d

d. Spatial disorientation

PA.I.H.K1e

e. Motion sickness

PA.I.H.K1f

f. Carbon monoxide poisoning

PA.I.H.K1g

g. Stress and fatigue

PA.I.H.K1h

h. Dehydration and nutrition

PA.I.H.K1i

i. Hypothermia

PA.I.H.K1j

j. Optical illusions

PA.I.H.K1k

k. Dissolved nitrogen in the bloodstream after scuba dives

PA.I.H.K2

Regulations regarding use of alcohol and drugs.

PA.I.H.K3

Effects of alcohol, drugs, and over-the-counter medications.

PA.I.H.K4

Aeronautical Decision-Making (ADM).

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks encompassing:

PA.I.H.R1

Aeromedical and physiological issues.

PA.I.H.R2

Hazardous attitudes.

PA.I.H.R3

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.I.H.S1

Describe symptoms, recognition, causes, effects, and corrective actions for at least three of the conditions listed in K1a through K1k above.

PA.I.H.S2

Perform self-assessment, including fitness for flight and personal minimums, for actual flight or a scenario given by the evaluator.


 

 

Task

I. Water and Seaplane Characteristics, Seaplane Bases, Maritime Rules, and Aids to Marine Navigation (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-23; AIM; USCG Navigation Rules, International-Inland; POH/AFM; Chart Supplements

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with water and seaplane characteristics, seaplane bases, maritime rules,

and aids to marine navigation.

Knowledge

The applicant demonstrates understanding of:

PA.I.I.K1

The characteristics of a water surface as affected by features, such as:

PA.I.I.K1a

a. Size and location

PA.I.I.K1b

b. Protected and unprotected areas

PA.I.I.K1c

c. Surface wind

PA.I.I.K1d

d. Direction and strength of water current

PA.I.I.K1e

e. Floating and partially submerged debris

PA.I.I.K1f

f. Sandbars, islands, and shoals

PA.I.I.K1g

g. Vessel traffic and wakes

PA.I.I.K1h

h. Other features unique to the area

PA.I.I.K2

Float and hull construction, and their effect on seaplane performance.

PA.I.I.K3

Causes of porpoising and skipping, and the pilot action required to prevent or correct these occurrences.

PA.I.I.K4

How to locate and identify seaplane bases on charts or in directories.

PA.I.I.K5

Operating restrictions at various bases.

PA.I.I.K6

Right-of-way, steering, and sailing rules pertinent to seaplane operations.

PA.I.I.K7

Marine navigation aids, such as buoys, beacons, lights, and sound signals.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.I.I.R1

Local conditions.

PA.I.I.R2

Impact of marine traffic.

Skills

The applicant demonstrates the ability to:

PA.I.I.S1

Assess the water surface characteristics for the proposed flight.

PA.I.I.S2

Identify restrictions at local bases.

PA.I.I.S3

Identify marine navigation aids.

PA.I.I.S4

Perform correct right-of-way, steering, and sailing operations.

 

 

 

Task

A. Preflight Assessment

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23; POH/AFM; AC 00-6

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with preparing for safe flight.

Knowledge

The applicant demonstrates understanding of:

PA.II.A.K1

Pilot self-assessment.

PA.II.A.K2

Determining that the aircraft to be used is appropriate, airworthy, and in a condition for safe flight.

PA.II.A.K3

Aircraft preflight inspection including:

PA.II.A.K3a

a. Which items must be inspected

PA.II.A.K3b

b. The reasons for checking each item

PA.II.A.K3c

c. How to detect possible defects

PA.II.A.K3d

d. The associated regulations

PA.II.A.K4

Environmental factors including weather, terrain, route selection, and obstructions.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.II.A.R1

Pilot.

PA.II.A.R2

Aircraft.

PA.II.A.R3

Environment (e.g., weather, airports, airspace, terrain, obstacles).

PA.II.A.R4

External pressures.

PA.II.A.R5

Aviation security concerns.

Skills

The applicant demonstrates the ability to:

PA.II.A.S1

Inspect the airplane with reference to an appropriate checklist.

PA.II.A.S2

Verify the airplane is airworthy and in condition for safe flight.

 

 

 

Task

B. Flight Deck Management

References

FAA-H-8083-2, FAA-H-8083-3; AC 120-71; POH/AFM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with safe flight deck management practices.

Knowledge

The applicant demonstrates understanding of:

PA.II.B.K1

Passenger briefing requirements, to include operation and required use of safety restraint systems.

PA.II.B.K2

Use of appropriate checklists.

PA.II.B.K3

Requirements for current and appropriate navigation data.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.II.B.R1

Improper use of systems or equipment, to include automation and portable electronic devices.

PA.II.B.R2

Flying with unresolved discrepancies.

Skills

The applicant demonstrates the ability to:

PA.II.B.S1

Secure all items in the flight deck and cabin.

PA.II.B.S2

Conduct an appropriate pre-takeoff briefing, to include identifying the PIC, use of safety belts, shoulder harnesses, doors, sterile flight deck, and emergency procedures.

PA.II.B.S3

Properly program and manage aircraft automation.


 

 

Task

C. Engine Starting

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25; POH/AFM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with recommended engine starting procedures.

Knowledge

The applicant demonstrates understanding of:

PA.II.C.K1

Starting under various atmospheric conditions.

PA.II.C.K2

Starting the engine(s) by use of external power.

PA.II.C.K3

Engine limitations as they relate to starting.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.II.C.R1

Propeller safety.

Skills

The applicant demonstrates the ability to:

PA.II.C.S1

Position the airplane properly considering structures, other aircraft, wind, and the safety of nearby persons and property.

PA.II.C.S2

Use the appropriate checklist for engine start procedure.


 

 

Task

D. Taxiing (ASEL, AMEL)

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25; POH/AFM; AC 91-73; Chart

Supplements; AIM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with safe taxi operations, including runway incursion avoidance.

Knowledge

The applicant demonstrates understanding of:

PA.II.D.K1

Current airport aeronautical references and information resources including chart supplements, airport diagram, and appropriate references.

PA.II.D.K2

Taxi instructions/clearances.

PA.II.D.K3

Airport markings, signs, and lights.

PA.II.D.K4

Visual indicators for wind.

PA.II.D.K5

Aircraft lighting.

PA.II.D.K6

Procedures for:

PA.II.D.K6a

a. Appropriate flight deck activities during taxiing including taxi route planning, briefing the location of Hot Spots, communicating and coordinating with ATC

PA.II.D.K6b

b. Safe taxi at towered and non-towered airports

PA.II.D.K6c

c. Entering or crossing runways

PA.II.D.K6d

d. Night taxi operations

PA.II.D.K6e

e. Low visibility taxi operations

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.II.D.R1

Inappropriate activities and distractions.

PA.II.D.R2

Confirmation or expectation bias as related to taxi instructions.

Skills

The applicant demonstrates the ability to:

PA.II.D.S1

Complete the checklist, as appropriate to the aircraft.

PA.II.D.S2

Perform a brake check immediately after the airplane begins moving.

PA.II.D.S3

Position the flight controls properly for the existing wind conditions.

PA.II.D.S4

Control direction and speed without excessive use of brakes.

PA.II.D.S5

Maintain positive control of the airplane during ground operations.

PA.II.D.S6

Properly position the aircraft relative to hold lines.

PA.II.D.S7

Receive and correctly read back clearances/instructions.

PA.II.D.S8

Exhibit situational awareness.

PA.II.D.S9

Use an airport diagram or taxi chart during taxi.

PA.II.D.S10

Comply with airport/taxiway markings, signals, ATC clearances and instructions.


 

 

Task

E. Taxiing and Sailing (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-23, FAA-H-8083-25; POH/AFM; AC 91-73; Chart

Supplements; AIM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with safe taxiing and sailing operations, including runway incursion

avoidance.

Knowledge

The applicant demonstrates understanding of:

PA.II.E.K1

Airport information resources including chart supplements, airport diagram, and appropriate references.

PA.II.E.K2

Taxi instructions/clearances, if applicable.

PA.II.E.K3

Airport markings, signs, and lights, if applicable.

PA.II.E.K4

Visual indicators for wind.

PA.II.E.K5

Aircraft lighting.

PA.II.E.K6

Procedures for:

PA.II.E.K6a

a. Appropriate flight deck activities during taxiing

PA.II.E.K6b

b. Safe taxi at towered and non-towered airports (land operation)

PA.II.E.K6c

c. Entering crossing runways (land operation)

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.II.E.R1

Inappropriate activities and distractions.

PA.II.E.R2

Porpoising and skipping.

PA.II.E.R3

Low visibility taxi and sailing operations.

PA.II.E.R4

Other aircraft, vessels, and hazards.

Skills

The applicant demonstrates the ability to:

PA.II.E.S1

Complete the appropriate checklist.

PA.II.E.S2

Perform a brake check when an amphibious plane begins to move on land.

 

PA.II.E.S3

Position the flight controls, flaps, doors, water rudder, and power correctly for the existing wind, water and sailing conditions and to prevent and correct for porpoising and skipping

so as to follow the desired course while sailing.

PA.II.E.S4

Use the appropriate idle, plow, or step taxi technique.

PA.II.E.S5

Exhibit procedures for steering, maneuvering, maintaining proper position, and situational awareness.

PA.II.E.S6

Plan and follow the most favorable taxi or sailing course for current conditions.

PA.II.E.S7

Comply with seabase/airport/taxiway markings, signals, and signs.


 

 

Task

F. Before Takeoff Check

References

FAAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23; POH/AFM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with the before takeoff check.

Knowledge

The applicant demonstrates understanding of:

PA.II.F.K1

Purpose of pre-takeoff checklist items including:

PA.II.F.K1a

a. Reasons for checking each item

PA.II.F.K1b

b. Detecting malfunctions

PA.II.F.K1c

c. Ensuring the airplane is in safe operating condition as recommended by the manufacturer

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.II.F.R1

Division of attention while conducting pre-flight checks.

PA.II.F.R2

Unexpected runway changes by ATC.

PA.II.F.R3

Wake turbulence.

Skills

The applicant demonstrates the ability to:

PA.II.F.S1

Review takeoff performance.

PA.II.F.S2

Complete the appropriate checklist.

PA.II.F.S3

Properly position the airplane considering other aircraft, vessels, and wind.

PA.II.F.S4

Divide attention inside and outside the flight deck.

PA.II.F.S5

Verify that engine temperature(s) and pressure(s) are suitable.

 

 

 

Task

A. Communications and Light Signals

References

14 CFR part 91; FAA-H-8083-2, FAA-H-8083-25; AIM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with normal and emergency radio communications and ATC light signals

to conduct radio communications safely while operating the aircraft.

Knowledge

The applicant demonstrates understanding of:

PA.III.A.K1

How to obtain proper radio frequencies.

PA.III.A.K2

Proper radio communication procedures and ATC phraseology.

PA.III.A.K3

ATC light signal recognition.

PA.III.A.K4

Appropriate use of transponders.

PA.III.A.K5

Lost communication procedures.

PA.III.A.K6

Equipment issues that could cause loss of communications.

PA.III.A.K7

Radar assistance.

PA.III.A.K8

National Transportation Safety Board (NTSB) accident/incident reporting.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.III.A.R1

Poor communication.

PA.III.A.R2

Failure to recognize and declare an emergency.

PA.III.A.R3

Confirmation or expectation bias.

Skills

The applicant demonstrates the ability to:

PA.III.A.S1

Select appropriate frequencies.

PA.III.A.S2

Transmit using phraseology and procedures as specified in the AIM.

PA.III.A.S3

Acknowledge radio communications and comply with instructions.

 

 

 

Task

B. Traffic Patterns

References

14 CFR part 91; FAA-H-8083-2, FAA-H-8083-25; AIM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with traffic patterns.

Knowledge

The applicant demonstrates understanding of:

PA.III.B.K1

Towered and non-towered airport operations.

PA.III.B.K2

Runway selection for the current conditions.

PA.III.B.K3

Right-of-way rules.

PA.III.B.K4

Use of automated weather and airport information.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.III.B.R1

Collision hazards to include aircraft, terrain, obstacles, and wires.

PA.III.B.R2

Distractions, loss of situational awareness, and/or improper task management.

PA.III.B.R3

Wake turbulence and/or wind shear.

Skills

The applicant demonstrates the ability to:

PA.III.B.S1

Properly identify and interpret airport/seaplane base runways, taxiways, markings, signs, and lighting.

PA.III.B.S2

Comply with recommended traffic pattern procedures.

PA.III.B.S3

Correct for wind drift to maintain the proper ground track.

PA.III.B.S4

Maintain orientation with the runway/landing area in use.

PA.III.B.S5

Maintain traffic pattern altitude, ±100 feet, and the appropriate airspeed, ±10 knots.

PA.III.B.S6

Maintain situational awareness and proper spacing from other aircraft in the traffic pattern.

 

IV. Takeoffs, Landings, and Go-Arounds

Change 1 (6/12/2017)

 

Task

A. Normal Takeoff and Climb

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a normal takeoff, climb operations, and rejected takeoff procedures.

Note: If a crosswind condition does not exist, the applicant’s knowledge of crosswind elements must be evaluated through oral testing.

Knowledge

The applicant demonstrates understanding of:

PA.IV.A.K1

Effects of atmospheric conditions, including wind, on takeoff and climb performance.

PA.IV.A.K2

VX and VY.

PA.IV.A.K3

Appropriate aircraft configuration.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.A.R1

Selection of runway based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.A.R2

Effects of:

PA.IV.A.R2a

a. Crosswind, to include exceeding maximum demonstrated crosswind component

PA.IV.A.R2b

b. Wind shear

PA.IV.A.R2c

c. Tailwind

PA.IV.A.R2d

d. Wake turbulence

PA.IV.A.R2e

e. Runway surface/condition/length

PA.IV.A.R3

Abnormal operations, to include planning for:

PA.IV.A.R3a

a. Rejected takeoff

PA.IV.A.R3b

b. Engine failure in takeoff/climb phase of flight

PA.IV.A.R4

Collision hazards to include aircraft, terrain, obstacles, and wires.

PA.IV.A.R5

Low altitude maneuvering/stall/spin.

PA.IV.A.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.A.S1

Complete the appropriate checklist.

PA.IV.A.S2

Make radio calls as appropriate.

PA.IV.A.S3

Verify assigned/correct runway.

PA.IV.A.S4

Ascertain wind direction with or without visible wind direction indicators.

PA.IV.A.S5

Position the flight controls for the existing wind conditions.

PA.IV.A.S6

Clear the area; taxi into the takeoff position and align the airplane on the runway centerline (ASEL, AMEL) or takeoff path (ASES, AMES).

PA.IV.A.S7

Confirm takeoff power; and proper engine and flight instrument indications prior to rotation (ASEL, AMEL).

PA.IV.A.S8

Rotate and lift off at the recommended airspeed and accelerate to VY.

PA.IV.A.S9

Retract the water rudders, as appropriate, establish and maintain the most efficient planing/liftoff attitude, and correct for porpoising and skipping (ASES, AMES).

PA.IV.A.S10

Establish pitch attitude to maintain the manufacturer’s recommended speed, or VY+10/-5 knots.

PA.IV.A.S11

Retract the landing gear and flaps in accordance with manufacturer’s guidance.

PA.IV.A.S12

Maintain VY+10/-5 knots to a safe maneuvering altitude.

PA.IV.A.S13

Maintain directional control and proper wind drift correction throughout takeoff and climb.

PA.IV.A.S14

Comply with noise abatement procedures.

 

 

 

Task

B. Normal Approach and Landing

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23; POH/AFM

 

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a normal approach and landing with emphasis on proper use and coordination of flight controls.

Note: If a crosswind condition does not exist, the applicant’s knowledge of crosswind elements must be evaluated through oral testing.

Knowledge

The applicant demonstrates understanding of:

PA.IV.B.K1

A stabilized approach, to include energy management concepts.

PA.IV.B.K2

Effects of atmospheric conditions, including wind, on approach and landing performance.

PA.IV.B.K3

Wind correction techniques on approach and landing.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.B.R1

Selection of runway based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.B.R2

Effects of:

PA.IV.B.R2a

a. Crosswind, to include exceeding maximum demonstrated crosswind component

PA.IV.B.R2b

b. Wind shear

PA.IV.B.R2c

c. Tailwind

PA.IV.B.R2d

d. Wake turbulence

PA.IV.B.R2e

e. Runway surface/condition

PA.IV.B.R3

Abnormal operations, to include planning for:

PA.IV.B.R3a

a. Rejected landing and go-around

PA.IV.B.R3b

b. Land and hold short operations (LAHSO)

PA.IV.B.R4

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.IV.B.R5

Low altitude maneuvering/stall/spin.

PA.IV.B.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.B.S1

Complete the appropriate checklist.

PA.IV.B.S2

Make radio calls as appropriate.

PA.IV.B.S3

Ensure the aircraft is aligned with the correct/assigned runway (ASEL, AMEL).

PA.IV.B.S4

Scan the landing runway and adjoining area for traffic and obstructions (ASEL, AMEL).

PA.IV.B.S5

Consider the wind conditions, landing surface, obstructions, and select a suitable touchdown point (ASES, AMES).

PA.IV.B.S6

Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required to maintain a stabilized approach.

PA.IV.B.S7

Maintain manufacturer’s recommended approach airspeed, or in its absence, not more than 1.3 VSO, +10/-5 knots, or as recommended for the aircraft type and gust velocity.

PA.IV.B.S8

Maintain crosswind correction and directional control throughout the approach and landing.

PA.IV.B.S9

Make smooth, timely, and correct control inputs during round out and touchdown.

PA.IV.B.S10

Touch down at speed recommended by manufacturer (ASEL, AMEL), or during round out and touchdown to contact the water at the proper pitch attitude (ASES, AMES).

 

PA.IV.B.S11

Execute a timely go-around if the approach cannot be made within the tolerances specified above or for any other condition that may result in an unsafe approach or

landing.

PA.IV.B.S12

Utilize runway incursion avoidance procedures.


 

 

Task

C. Soft-Field Takeoff and Climb (ASEL)

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a soft-field takeoff, climb operations, and rejected takeoff

procedures.

Knowledge

The applicant demonstrates understanding of:

PA.IV.C.K1

Effects of atmospheric conditions, including wind, on takeoff and climb performance.

PA.IV.C.K2

VX and VY.

PA.IV.C.K3

Appropriate aircraft configuration.

PA.IV.C.K4

Ground effect.

PA.IV.C.K5

Importance of weight transfer from wheels to wings.

PA.IV.C.K6

Left turning tendencies.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.C.R1

Selection of runway based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.C.R2

Effects of:

PA.IV.C.R2a

a. Crosswind

PA.IV.C.R2b

b. Wind shear

PA.IV.C.R2c

c. Tailwind

PA.IV.C.R2d

d. Wake turbulence

PA.IV.C.R2e

e. Runway surface/condition

PA.IV.C.R3

Abnormal operations, to include planning for:

PA.IV.C.R3a

a. Rejected takeoff

PA.IV.C.R3b

b. Engine failure in takeoff/climb phase of flight

PA.IV.C.R4

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.IV.C.R5

Low altitude maneuvering/stall/spin.

PA.IV.C.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.C.S1

Complete the appropriate checklist.

PA.IV.C.S2

Make radio calls as appropriate.

PA.IV.C.S3

Verify assigned/correct runway.

PA.IV.C.S4

Ascertain wind direction with or without visible wind direction indicators.

PA.IV.C.S5

Position the flight controls for the existing wind conditions.

PA.IV.C.S6

Clear the area, taxi into takeoff position and align the airplane on the runway centerline without stopping, while advancing the throttle smoothly to takeoff power.

PA.IV.C.S7

Confirm takeoff power and proper engine and flight instrument indications prior to rotation.

PA.IV.C.S8

Establish and maintain a pitch attitude that will transfer the weight of the airplane from the wheels to the wings as rapidly as possible.

PA.IV.C.S9

Lift off at the lowest possible airspeed and remain in ground effect while accelerating to VX or VY, as appropriate.

PA.IV.C.S10

Establish a pitch attitude for VX or VY, as appropriate, and maintain selected airspeed

+10/-5 knots during the climb.

PA.IV.C.S11

Retract landing gear and flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer’s guidance.

PA.IV.C.S12

Maintain VX or VY +10/-5 knots to a safe maneuvering altitude.

PA.IV.C.S13

Maintain directional control and proper wind-drift correction throughout takeoff and climb.

PA.IV.C.S14

Comply with noise abatement procedures.


 

 

Task

D. Soft-Field Approach and Landing (ASEL)

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a soft-field approach and landing with emphasis on proper use and

coordination of flight controls.

Knowledge

The applicant demonstrates understanding of:

PA.IV.D.K1

A stabilized approach, to include energy management concepts.

PA.IV.D.K2

Effects of atmospheric conditions, including wind, on approach and landing performance.

PA.IV.D.K3

Wind correction techniques on approach and landing.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.D.R1

Selection of runway based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.D.R2

Effects of:

PA.IV.D.R2a

a. Crosswind

PA.IV.D.R2b

b. Wind shear

PA.IV.D.R2c

c. Tailwind

PA.IV.D.R2d

d. Wake turbulence

PA.IV.D.R2e

e. Runway surface/condition

PA.IV.D.R3

Abnormal operations, to include planning for rejected landing and go-around.

PA.IV.D.R4

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.IV.D.R5

Low altitude maneuvering/stall/spin.

PA.IV.D.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.D.S1

Complete the appropriate checklist.

PA.IV.D.S2

Make radio calls as appropriate.

PA.IV.D.S3

Ensure the aircraft is aligned with the correct/assigned runway.

PA.IV.D.S4

Scan the landing runway and adjoining area for traffic and obstructions.

PA.IV.D.S5

Consider the wind conditions, landing surface, obstructions, and select a suitable touchdown point.

PA.IV.D.S6

Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required to maintain a stabilized approach.

PA.IV.D.S7

Maintain recommended airspeed, or in its absence, not more than 1.3 VSO, +10/-5 knots, with wind gust factor applied.

PA.IV.D.S8

Maintain crosswind correction and directional control throughout the approach and landing.

 

PA.IV.D.S9

Make smooth, timely, and correct control inputs during the round out and touchdown and, for tricycle gear airplanes, keep the nose wheel off the surface until loss of elevator

effectiveness.

PA.IV.D.S10

Touch down with minimum sink rate, no side drift, and with the airplane’s longitudinal axis aligned with the center of the runway.

PA.IV.D.S11

Maintain elevator as recommended by manufacturer during rollout and exit the “soft” area at a speed that would preclude sinking into the surface.

 

PA.IV.D.S12

Execute a timely go-around if the approach cannot be made within the tolerances specified above or for any other condition that may result in an unsafe approach or

landing.

PA.IV.D.S13

Maintain proper position of the flight controls and sufficient speed to taxi on the soft surface.


 

 

Task

E. Short-Field Takeoff and Maximum Performance Climb (ASEL, AMEL)

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a short-field takeoff, maximum performance climb operations, and

rejected takeoff procedures.

Knowledge

The applicant demonstrates understanding of:

PA.IV.E.K1

Effects of atmospheric conditions, including wind, on takeoff and climb performance.

PA.IV.E.K2

VX and VY.

PA.IV.E.K3

Appropriate aircraft configuration.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.E.R1

Selection of runway based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.E.R2

Effects of:

PA.IV.E.R2a

a. Crosswind

PA.IV.E.R2b

b. Wind shear

PA.IV.E.R2c

c. Tailwind

PA.IV.E.R2d

d. Wake turbulence

PA.IV.E.R2e

e. Runway surface/condition

PA.IV.E.R3

Abnormal operations, to include planning for:

PA.IV.E.R3a

a. Rejected takeoff

PA.IV.E.R3b

b. Engine failure in takeoff/climb phase of flight

PA.IV.E.R4

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.IV.E.R5

Low altitude maneuvering/stall/spin.

PA.IV.E.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.E.S1

Complete the appropriate checklist.

PA.IV.E.S2

Make radio calls as appropriate.

PA.IV.E.S3

Verify assigned/correct runway.

PA.IV.E.S4

Ascertain wind direction with or without visible wind direction indicators.

PA.IV.E.S5

Position the flight controls for the existing wind conditions.

PA.IV.E.S6

Clear the area, taxi into takeoff position and align the airplane on the runway centerline utilizing maximum available takeoff area.

PA.IV.E.S7

Apply brakes while setting aircraft power to achieve maximum performance.

PA.IV.E.S8

Confirm takeoff power prior to brake release and verify proper engine and flight instrument indications prior to rotation.

PA.IV.E.S9

Rotate and lift off at the recommended airspeed, and accelerate to the recommended obstacle clearance airspeed or VX +10/-5 knots.

 

PA.IV.E.S10

Establish a pitch attitude that will maintain the recommended obstacle clearance airspeed, or VX, +10/-5 knots, until the obstacle is cleared, or until the airplane is 50 feet above the

surface.

PA.IV.E.S11

After clearing the obstacle, establish the pitch attitude for VY, accelerate to VY, and maintain VY, +10/-5 knots, during the climb.

PA.IV.E.S12

Retract landing gear and flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer’s guidance.

PA.IV.E.S13

Maintain VY +10/-5 knots to a safe maneuvering altitude.

PA.IV.E.S14

Maintain directional control and proper wind-drift correction throughout takeoff and climb.

PA.IV.E.S15

Comply with noise abatement procedures.


 

 

Task

F. Short-Field Approach and Landing (ASEL, AMEL)

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a short-field approach and landing with emphasis on proper use and

coordination of flight controls.

Knowledge

The applicant demonstrates understanding of:

PA.IV.F.K1

A stabilized approach, to include energy management concepts.

PA.IV.F.K2

Effects of atmospheric conditions, including wind, on approach and landing performance.

PA.IV.F.K3

Wind correction techniques on approach and landing.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.F.R1

Selection of runway based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.F.R2

Effects of:

PA.IV.F.R2a

a. Crosswind

PA.IV.F.R2b

b. Wind shear

PA.IV.F.R2c

c. Tailwind

PA.IV.F.R2d

d. Wake turbulence

PA.IV.F.R2e

e. Runway surface/condition

PA.IV.F.R3

Abnormal operations, to include planning for:

PA.IV.F.R3a

a. Rejected landing and go-around

PA.IV.F.R3b

b. Land and hold short operations (LAHSO)

PA.IV.F.R4

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.IV.F.R5

Low altitude maneuvering/stall/spin.

PA.IV.F.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.F.S1

Complete the appropriate checklist.

PA.IV.F.S2

Make radio calls as appropriate.

PA.IV.F.S3

Ensure the aircraft is aligned with the correct/assigned runway.

PA.IV.F.S4

Scan the landing runway and adjoining area for traffic and obstructions.

PA.IV.F.S5

Consider the wind conditions, landing surface, and select a suitable touchdown point.

PA.IV.F.S6

Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required to maintain a stabilized approach.

PA.IV.F.S7

Maintain manufacturer’s published airspeed, or in its absence, not more than 1.3 VSO,

+10/-5 knots, with wind gust factor applied.

PA.IV.F.S8

Maintain crosswind correction and directional control throughout the approach and landing sequence.

PA.IV.F.S9

Make smooth, timely, and correct control inputs during the round out and touchdown.

PA.IV.F.S10

Touch down at the recommended airspeed.

 

PA.IV.F.S11

Touch down within 200 feet beyond the specified point, threshold markings or runway numbers, with no side drift, minimum float, and with the airplane’s longitudinal axis aligned

with and over runway centerline.

PA.IV.F.S12

Use manufacturer’s recommended procedures for aircraft configuration and braking.

 

PA.IV.F.S13

Execute a safe and timely go-around if the approach cannot be made within the tolerances specified above or for any other condition that may result in an unsafe approach or landing.

PA.IV.F.S14

Utilize runway incursion avoidance procedures.


 

 

Task

G. Confined Area Takeoff and Maximum Performance Climb (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a confined area takeoff, and maximum performance climb

operations.

Knowledge

The applicant demonstrates understanding of:

PA.IV.G.K1

Effects of atmospheric conditions, including wind, on takeoff and climb performance.

PA.IV.G.K2

VX and VY.

PA.IV.G.K3

Appropriate aircraft configuration.

PA.IV.G.K4

Effects of water surface.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.G.R1

Selection of takeoff path based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.G.R2

Effects of:

PA.IV.G.R2a

a. Crosswind

PA.IV.G.R2b

b. Wind shear

PA.IV.G.R2c

c. Tailwind

PA.IV.G.R2d

d. Wake turbulence

PA.IV.G.R2e

e. Water surface/condition

PA.IV.G.R3

Abnormal operations, to include planning for:

PA.IV.G.R3a

a. Rejected takeoff

PA.IV.G.R3b

b. Engine failure in takeoff/climb phase of flight

PA.IV.G.R4

Collision hazards, to include aircraft, terrain, obstacles, wires, and vessels.

PA.IV.G.R5

Low altitude maneuvering/stall/spin.

PA.IV.G.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.G.S1

Complete the appropriate checklist.

PA.IV.G.S2

Make radio calls as appropriate.

PA.IV.G.S3

Verify assigned/correct takeoff path.

PA.IV.G.S4

Ascertain wind direction with or without visible wind direction indicators.

PA.IV.G.S5

Position the flight controls for the existing wind conditions.

PA.IV.G.S6

Clear the area, taxi into takeoff position utilizing maximum available takeoff area and align the airplane on the takeoff path.

PA.IV.G.S7

Confirm takeoff power and proper engine and flight instrument indications prior to rotation.

PA.IV.G.S8

Establish a pitch attitude that maintains the most efficient planing/liftoff attitude and corrects for porpoising and skipping.

PA.IV.G.S9

Rotate and liftoff at the recommended airspeed, and accelerate to the recommended obstacle clearance airspeed or VX.

 

PA.IV.G.S10

Establish a pitch attitude that will maintain the recommended obstacle clearance airspeed, or VX +10/-5 knots until the obstacle is cleared, or until the airplane is 50 feet above the

surface.

PA.IV.G.S11

After clearing the obstacle, establish pitch attitude for VY, accelerate to VY, and maintain VY, +10/-5 knots, during the climb.

PA.IV.G.S12

Retract flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer’s guidance.

PA.IV.G.S13

Maintain VY +10/-5 knots to a safe maneuvering altitude.

PA.IV.G.S14

Maintain directional control and proper wind-drift correction throughout takeoff and climb.

PA.IV.G.S15

Comply with noise abatement procedures.


 

 

Task

H. Confined Area Approach and Landing (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23; POH/AFM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a confined area approach and landing.

Knowledge

The applicant demonstrates understanding of:

PA.IV.H.K1

A stabilized approach, to include energy management concepts.

PA.IV.H.K2

Effects of atmospheric conditions, including wind, on approach and landing performance.

PA.IV.H.K3

Wind correction techniques on approach and landing.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.H.R1

Selection of approach path and touchdown area based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.H.R2

Effects of:

PA.IV.H.R2a

a. Crosswind

PA.IV.H.R2b

b. Wind shear

PA.IV.H.R2c

c. Tailwind

PA.IV.H.R2d

d. Wake turbulence

PA.IV.H.R2e

e. Water surface/condition

PA.IV.H.R3

Abnormal operations, to include planning for rejected landing and go-around.

PA.IV.H.R4

Collision hazards, to include aircraft, terrain, obstacles, wires, and vessels.

PA.IV.H.R5

Low altitude maneuvering/stall/spin.

PA.IV.H.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.H.S1

Complete the appropriate checklist.

PA.IV.H.S2

Make radio calls as appropriate.

PA.IV.H.S3

Ensure the aircraft is aligned with the correct/assigned waterway.

PA.IV.H.S4

Scan the landing area for traffic and obstructions.

PA.IV.H.S5

Consider wind conditions, landing surface, obstructions, and select the proper landing path.

PA.IV.H.S6

Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required to maintain a stabilized approach.

PA.IV.H.S7

Maintain manufacturer’s published airspeed, or in its absence, not more than 1.3 VSO,

+10/-5 knots, with wind gust factor applied.

PA.IV.H.S8

Maintain crosswind correction and directional control throughout the approach and landing, as required.

PA.IV.H.S9

Make smooth, timely, and correct control application during the round out and touchdown.

PA.IV.H.S10

Contact the water at the minimum safe airspeed with the proper pitch attitude for the surface conditions.

PA.IV.H.S11

Touch down within 200 feet beyond the specified point, with no side drift, minimum float, and with the airplane’s longitudinal axis aligned with the projected landing path.

 

PA.IV.H.S12

Execute a timely go-around if the approach cannot be made within the tolerances specified above or for any other condition that that may result in an unsafe approach or

landing.

PA.IV.H.S13

Apply elevator control as necessary to stop in the shortest distance consistent with safety.


 

 

Task

I. Glassy Water Takeoff and Climb (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a glassy water takeoff and climb.

Note: If a glassy water condition does not exist, the applicant must be evaluated by simulating the Task.

Knowledge

The applicant demonstrates understanding of:

PA.IV.I.K1

Effects of atmospheric conditions, including wind, on takeoff and climb performance.

PA.IV.I.K2

VX and VY.

PA.IV.I.K3

Appropriate aircraft configuration.

PA.IV.I.K4

Appropriate use of glassy water takeoff and climb technique.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.I.R1

Selection of takeoff path based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.I.R2

Water surface/condition.

PA.IV.I.R3

Abnormal operations, to include planning for:

PA.IV.I.R3a

a. Rejected takeoff criteria

PA.IV.I.R3b

b. Engine failure in takeoff/climb phase of flight

PA.IV.I.R4

Collision hazards, to include aircraft, terrain, obstacles, wires, and vessels.

PA.IV.I.R5

Low altitude maneuvering/stall/spin.

PA.IV.I.R6

Distractions, loss of situational awareness, and/or improper task management.

PA.IV.I.R7

Failure to confirm gear position in an amphibious aircraft.

Skills

The applicant demonstrates the ability to:

PA.IV.I.S1

Complete the appropriate checklist.

PA.IV.I.S2

Make radio calls as appropriate.

PA.IV.I.S3

Position flight controls and flaps for the existing conditions.

PA.IV.I.S4

Clear the area; select appropriate takeoff path considering surface hazards and/or vessels and surface conditions.

PA.IV.I.S5

Retract the water rudders as appropriate; advance the throttle smoothly to takeoff power.

PA.IV.I.S6

Establish and maintain an appropriate planing attitude, directional control, and correct for porpoising, skipping, and increase in water drag.

PA.IV.I.S7

Utilize appropriate techniques to lift seaplane from the water considering surface conditions.

PA.IV.I.S8

Establish proper attitude/airspeed, and accelerate to VY +10/-5 knots during the climb.

PA.IV.I.S9

Retract flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer’s guidance.

PA.IV.I.S10

Maintain VY +10/-5 knots to a safe maneuvering altitude.

PA.IV.I.S11

Maintain directional control and proper wind-drift correction throughout takeoff and climb.


 

 

Task

J. Glassy Water Approach and Landing (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a glassy water approach and landing.

Note: If a glassy water condition does not exist, the applicant must be evaluated by simulating the Task.

Knowledge

The applicant demonstrates understanding of:

PA.IV.J.K1

A stabilized approach, to include energy management concepts.

PA.IV.J.K2

Effects of atmospheric conditions, including wind, on approach and landing performance.

PA.IV.J.K3

When and why glassy water techniques are used.

PA.IV.J.K4

How a glassy water approach and landing is executed.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.J.R1

Selection of approach path and touchdown area based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.J.R2

Water surface/condition.

PA.IV.J.R3

Abnormal operations, to include planning for rejected landing and go-around.

PA.IV.J.R4

Collision hazards, to include aircraft, terrain, obstacle, wires, and vessels.

PA.IV.J.R5

Low altitude maneuvering/stall/spin.

PA.IV.J.R6

Distractions, loss of situational awareness, and/or improper task management.

PA.IV.J.R7

Failure to confirm gear position in an amphibious aircraft.

Skills

The applicant demonstrates the ability to:

PA.IV.J.S1

Complete the appropriate checklist.

PA.IV.J.S2

Make radio calls as appropriate.

PA.IV.J.S3

Scan the landing area for traffic and obstructions.

PA.IV.J.S4

Consider landing surface, obstructions, and select the proper landing path.

PA.IV.J.S5

Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required to maintain a stabilized approach.

PA.IV.J.S6

Maintain manufacturer’s published airspeed, or in its absence, not more than 1.3 VSO,

+10/-5 knots.

PA.IV.J.S7

Make smooth, timely, and correct power and control adjustments to maintain proper pitch attitude and rate of descent to touchdown.

PA.IV.J.S8

Contact the water in the proper pitch attitude, and slow to idle taxi speed.

PA.IV.J.S9

Maintain crosswind correction and directional control throughout the approach and landing.


 

 

Task

K. Rough Water Takeoff and Climb (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a rough water takeoff and climb.

Note: If a rough water condition does not exist, the applicant must be evaluated by simulating the Task.

Knowledge

The applicant demonstrates understanding of:

PA.IV.K.K1

Effects of atmospheric conditions, including wind, on takeoff and climb performance.

PA.IV.K.K2

VX and VY.

PA.IV.K.K3

Appropriate aircraft configuration.

PA.IV.K.K4

Appropriate use of rough water takeoff and climb technique.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.K.R1

Selection of takeoff path based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.K.R2

Effects of:

PA.IV.K.R2a

a. Crosswind

PA.IV.K.R2b

b. Wind shear

PA.IV.K.R2c

c. Tailwind

PA.IV.K.R2d

d. Wake turbulence

PA.IV.K.R2e

e. Water surface/condition

PA.IV.K.R3

Abnormal operations, to include planning for:

PA.IV.K.R3a

a. Rejected takeoff criteria

PA.IV.K.R3b

b. Engine failure in takeoff/climb phase of flight

PA.IV.K.R4

Collision hazards, to include aircraft, terrain, obstacles, wires, and vessels.

PA.IV.K.R5

Low altitude maneuvering/stall/spin.

PA.IV.K.R6

Distractions, loss of situational awareness, and/or improper task management.

PA.IV.K.R7

Failure to confirm gear position in an amphibious aircraft.

Skills

The applicant demonstrates the ability to:

PA.IV.K.S1

Complete the appropriate checklist.

PA.IV.K.S2

Make radio calls as appropriate.

PA.IV.K.S3

Verify assigned/correct takeoff path.

PA.IV.K.S4

Ascertain wind direction with or without visible wind direction indicators.

PA.IV.K.S5

Position flight controls and flaps for the existing conditions.

PA.IV.K.S6

Clear the area, select an appropriate takeoff path considering wind, swells, surface hazards and/or vessels.

PA.IV.K.S7

Retract the water rudders as appropriate; advance the throttle smoothly to takeoff power.

PA.IV.K.S8

Establish and maintain an appropriate planing attitude, directional control, and correct for porpoising, skipping, and increase in water drag.

PA.IV.K.S9

Lift off at minimum airspeed and accelerate to VY, +10/- 5 knots before leaving ground effect.

PA.IV.K.S10

Retract flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer’s guidance.

PA.IV.K.S11

Maintain VY +10/ 5 knots to a safe maneuvering altitude.

PA.IV.K.S12

Maintain directional control and proper wind-drift correction throughout takeoff and climb.


 

 

Task

L. Rough Water Approach and Landing (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a rough water approach and landing.

Note: If a rough water condition does not exist, the applicant must be evaluated by simulating the Task.

Knowledge

The applicant demonstrates understanding of:

PA.IV.L.K1

A stabilized approach, to include energy management concepts.

PA.IV.L.K2

Effects of atmospheric conditions, including wind, on approach and landing performance.

PA.IV.L.K3

Wind correction techniques on approach and landing.

PA.IV.L.K4

When and why rough water techniques are used.

PA.IV.L.K5

How a rough water approach and landing is executed.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.L.R1

Selection of approach path and touchdown area based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.L.R2

Effects of:

PA.IV.L.R2a

a. Crosswind

PA.IV.L.R2b

b. Wind shear

PA.IV.L.R2c

c. Tailwind

PA.IV.L.R2d

d. Wake turbulence

PA.IV.L.R2e

e. Water surface/condition

PA.IV.L.R3

Abnormal operations, to include planning for rejected landing and go-around.

PA.IV.L.R4

Collision hazards, to include aircraft, terrain, obstacles, wires, and vessels.

PA.IV.L.R5

Low altitude maneuvering/stall/spin.

PA.IV.L.R6

Distractions, loss of situational awareness, and/or improper task management.

PA.IV.L.R7

Failure to confirm gear position in an amphibious aircraft.

Skills

The applicant demonstrates the ability to:

PA.IV.L.S1

Complete the appropriate checklist.

PA.IV.L.S2

Make radio calls as appropriate.

PA.IV.L.S3

Ensure the aircraft is aligned with the correct/assigned waterway.

PA.IV.L.S4

Scan the landing area for traffic and obstructions.

PA.IV.L.S5

Consider wind conditions, landing surface, obstructions, and select the proper landing path.

PA.IV.L.S6

Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required to maintain a stabilized approach.

PA.IV.L.S7

Maintain manufacturer’s published approach airspeed, or in its absence not more than 1.3 VSO +10/-5 knots with wind gust factor applied.

PA.IV.L.S8

Maintain crosswind correction and directional control throughout the approach and landing sequence.

PA.IV.L.S9

Make smooth, timely, and correct power and control adjustments to maintain proper pitch attitude and rate of descent to touchdown.

PA.IV.L.S10

Contact the water in the proper pitch attitude, considering the type of rough water.

 

Change 1 (6/12/2017)

 

Task

M. Forward Slip to a Landing (ASEL, ASES)

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a forward slip to a landing.

Knowledge

The applicant demonstrates understanding of:

PA.IV.M.K1

Concepts of energy management during a forward slip approach.

PA.IV.M.K2

Effects of atmospheric conditions, including wind, on approach and landing performance.

PA.IV.M.K3

Wind correction techniques during forward slip approaches.

PA.IV.M.K4

When and why a forward slip approach is used.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.M.R1

Selection of runway or approach path and touchdown area based on pilot capability, aircraft performance and limitations, available distance, and wind.

PA.IV.M.R2

Effects of:

PA.IV.M.R2a

a. Crosswind

PA.IV.M.R2b

b. Wind shear

PA.IV.M.R2c

c. Tailwind

PA.IV.M.R2d

d. Wake turbulence.

PA.IV.M.R2e

e. Runway surface/condition

PA.IV.M.R3

Abnormal operations, to include planning for rejected landing and go-around.

PA.IV.M.R4

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.IV.M.R5

Low altitude maneuvering/stall/spin.

PA.IV.M.R6

Distractions, loss of situational awareness, and/or improper task management.

PA.IV.M.R7

Forward slip operations, including fuel flowage, tail stalls with flaps, and lack of airspeed control.

Skills

The applicant demonstrates the ability to:

PA.IV.M.S1

Complete the appropriate checklist.

PA.IV.M.S2

Make radio calls as appropriate.

PA.IV.M.S3

Plan and follow a flightpath to the selected landing area considering altitude, wind, terrain, and obstructions.

PA.IV.M.S4

Select the most suitable touchdown point based on wind, landing surface, obstructions, and aircraft limitations.

PA.IV.M.S5

Position airplane on downwind leg, parallel to landing runway.

PA.IV.M.S6

Correctly configure the airplane.

PA.IV.M.S7

As necessary, correlate crosswind with direction of forward slip and transition to side slip for landing.

PA.IV.M.S8

Touch down within -0/+400 feet from the specified touchdown point with minimum side drift.


 

 

Task

N. Go-Around/Rejected Landing

References

FAA-H-8083-3, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a go-around/rejected landing with emphasis on factors that

contribute to landing conditions that may require a go-around.

Knowledge

The applicant demonstrates understanding of:

PA.IV.N.K1

A stabilized approach, to include energy management concepts.

PA.IV.N.K2

Effects of atmospheric conditions, including wind and density altitude on a go-around or rejected landing.

PA.IV.N.K3

Wind correction techniques on takeoff/departure, and approach/landing.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IV.N.R1

Delayed recognition of the need for rejected landing/go-around.

PA.IV.N.R2

Delayed performance of go-around at low altitude.

PA.IV.N.R3

Improper application of power.

PA.IV.N.R4

Improper aircraft configuration.

PA.IV.N.R5

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.IV.N.R6

Low altitude maneuvering/stall/spin.

PA.IV.N.R7

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IV.N.S1

Complete the appropriate checklist.

PA.IV.N.S2

Make radio calls as appropriate.

PA.IV.N.S3

Make a timely decision to discontinue the approach to landing.

PA.IV.N.S4

Apply takeoff power immediately and transition to climb pitch attitude for VX or VY as appropriate +10/-5 knots.

PA.IV.N.S5

Retract the flaps, as appropriate.

PA.IV.N.S6

Retract the landing gear after establishing a positive rate of climb.

PA.IV.N.S7

Maneuver to the side of the runway/landing area when necessary to clear and avoid conflicting traffic.

PA.IV.N.S8

Maintain VY +10/-5 knots to a safe maneuvering altitude.

PA.IV.N.S9

Maintain directional control and proper wind-drift correction throughout the climb.

 

 

 

Task

A. Steep Turns

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with steep turns.

Note: See Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.V.A.K1

Purpose of steep turns.

PA.V.A.K2

Aerodynamics associated with steep turns, to include:

PA.V.A.K2a

a. Coordinated and uncoordinated flight

PA.V.A.K2b

b. Overbanking tendencies

PA.V.A.K2c

c. Maneuvering speed, including impact of weight changes

PA.V.A.K2d

d. Accelerated stalls

PA.V.A.K2e

e. Rate and radius of turn

PA.V.A.K2f

f. Effect of bank angle on stalls

PA.V.A.K3

Altitude control at various airspeeds.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.V.A.R1

Failure to divide attention between airplane control and orientation.

PA.V.A.R2

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.V.A.R3

Low altitude maneuvering/stall/spin.

PA.V.A.R4

Distractions, loss of situational awareness, and/or improper task management.

PA.V.A.R5

Failure to maintain coordinated flight.

Skills

The applicant demonstrates the ability to:

PA.V.A.S1

Clear the area.

PA.V.A.S2

Establish the manufacturer’s recommended airspeed or, if not stated, a safe airspeed not to exceed VA.

PA.V.A.S3

Roll into a coordinated 360° steep turn with approximately a 45° bank.

PA.V.A.S4

Perform the Task in the opposite direction, as specified by evaluator.

PA.V.A.S5

Maintain the entry altitude ±100 feet, airspeed ±10 knots, bank ±5°, and roll out on the entry heading ±10°.

 

 

 

Task

B. Ground Reference Maneuvers

References

14 CFR part 61; FAA-H-8083-2, FAA-H-8083-3

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with ground reference maneuvering which may include a rectangular course, S-turns, and turns around a point.

Note: See Appendix 7 – Operational Requirements and Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.V.B.K1

Purpose of ground reference maneuvers.

PA.V.B.K2

Effects of wind on ground track and relation to a ground reference point.

PA.V.B.K3

Effects of bank angle and groundspeed on rate and radius of turn.

PA.V.B.K4

Relationship of rectangular course to airport traffic pattern.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.V.B.R1

Failure to divide attention between airplane control and orientation.

PA.V.B.R2

Collision hazards to include other aircraft, terrain, obstacles, and wire.

PA.V.B.R3

Low altitude maneuvering/stall/spin.

PA.V.B.R4

Distractions, loss of situational awareness, and/or improper task management.

PA.V.B.R5

Failure to maintain coordinated flight.

Skills

The applicant demonstrates the ability to:

PA.V.B.S1

Clear the area.

PA.V.B.S2

Select a suitable ground reference area, line, or point as appropriate.

 

PA.V.B.S3

Plan the maneuver:

Note: The evaluator must select at least one maneuver for the applicant to demonstrate.

 

PA.V.B.S3a

a. Rectangular course: enter a left or right pattern, 600 to 1,000 feet above ground level (AGL) at an appropriate distance from the selected reference area, 45° to the

downwind leg

PA.V.B.S3b

b. S-turns: enter perpendicular to the selected reference line, 600 to 1,000 feet AGL at an appropriate distance from the selected reference area

PA.V.B.S3c

c. Turns around a point: enter at an appropriate distance from the reference point, 600 to 1,000 feet AGL at an appropriate distance from the selected reference area

 

PA.V.B.S4

Apply adequate wind drift correction during straight and turning flight to maintain a constant ground track around a rectangular reference area, or to maintain a constant

radius turn on each side of a selected reference line or point.

 

PA.V.B.S5

If performing S-Turns, reverse the turn directly over the selected reference line; if performing turns around a point, complete turns in either direction, as specified by the

evaluator.

PA.V.B.S6

Divide attention between airplane control, traffic avoidance and the ground track while maintaining coordinated flight.

PA.V.B.S7

Maintain altitude ±100 feet; maintain airspeed ±10 knots.

 

 

Task

A. Pilotage and Dead Reckoning

References

14 CFR part 61; FAA-H-8083-2, FAA-H-8083-25; Navigation Charts

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with pilotage and dead reckoning.

Knowledge

The applicant demonstrates understanding of:

PA.VI.A.K1

Pilotage and dead reckoning.

PA.VI.A.K2

Magnetic compass errors.

PA.VI.A.K3

Topography.

PA.VI.A.K4

Selection of appropriate:

PA.VI.A.K4a

a. Route

PA.VI.A.K4b

b. Altitude(s)

PA.VI.A.K4c

c. Checkpoints

PA.VI.A.K5

Plotting a course, to include:

PA.VI.A.K5a

a. Determining heading, speed, and course

PA.VI.A.K5b

b. Wind correction angle

PA.VI.A.K5c

c. Estimating time, speed, and distance

PA.VI.A.K5d

d. True airspeed and density altitude

PA.VI.A.K6

Power setting selection.

PA.VI.A.K7

Planned versus actual flight plan calculations and required corrections.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VI.A.R1

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.VI.A.R2

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.VI.A.S1

Prepare and use a flight log.

PA.VI.A.S2

Navigate by pilotage.

PA.VI.A.S3

Navigate by means of pre-computed headings, groundspeeds, and elapsed time.

PA.VI.A.S4

Demonstrate use of the magnetic direction indicator in navigation, to include turns to headings.

PA.VI.A.S5

Verify position within three nautical miles of the flight-planned route.

PA.VI.A.S6

Arrive at the en route checkpoints within five minutes of the initial or revised estimated time of arrival and provide a destination estimate.

PA.VI.A.S7

Maintain the selected altitude, ±200 feet and headings, ±15°.

 

 

 

Task

B. Navigation Systems and Radar Services

 

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-6, FAA-H-8083-25; AIM

Note: The evaluator should reference the manufacturer’s equipment supplement(s) as necessary.

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with navigation systems and radar services.

Knowledge

The applicant demonstrates understanding of:

PA.VI.B.K1

Ground-based navigation (orientation, course determination, equipment, tests and regulations).

PA.VI.B.K2

Satellite-based navigation (e.g., equipment, regulations, authorized use of databases, and Receiver Autonomous Integrity Monitoring (RAIM)).

PA.VI.B.K3

Radar assistance to VFR aircraft (e.g., operations, equipment, available services, traffic advisories).

PA.VI.B.K4

Transponder (Mode(s) A, C, and S).

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VI.B.R1

Failure to manage automated navigation and auto flight systems.

PA.VI.B.R2

Distractions, loss of situational awareness, and/or improper task management.

PA.VI.B.R3

Limitations of the navigation system in use.

Skills

The applicant demonstrates the ability to:

PA.VI.B.S1

Use an airborne electronic navigation system.

PA.VI.B.S2

Determine the airplane’s position using the navigation system.

PA.VI.B.S3

Intercept and track a given course, radial, or bearing, as appropriate.

PA.VI.B.S4

Recognize and describe the indication of station or waypoint passage, if appropriate.

PA.VI.B.S5

Recognize signal loss and take appropriate action.

PA.VI.B.S6

Use proper communication procedures when utilizing radar services.

PA.VI.B.S7

Maintain the appropriate altitude, ±200 feet and heading ±15°.


 

 

Task

C. Diversion

References

FAA-H-8083-2, FAA-H-8083-25; AIM; Navigation Charts

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with diversion.

Knowledge

The applicant demonstrates understanding of:

PA.VI.C.K1

Selecting an alternate destination.

PA.VI.C.K2

Situations that require deviations from flight plan and/or ATC instructions.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VI.C.R1

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.VI.C.R2

Distractions, loss of situational awareness, and/or improper task management.

PA.VI.C.R3

Failure to make a timely decision to divert.

PA.VI.C.R4

Failure to select an appropriate airport.

PA.VI.C.R5

Failure to utilize all available resources (e.g., automation, ATC, and flight deck planning aids).

Skills

The applicant demonstrates the ability to:

PA.VI.C.S1

Select a suitable airport and route for diversion.

PA.VI.C.S2

Make a reasonable estimate of heading, groundspeed, arrival time, and fuel consumption to the divert airport.

PA.VI.C.S3

Maintain the appropriate altitude, ±200 feet and heading, ±15°.

PA.VI.C.S4

Update/interpret weather in flight.

PA.VI.C.S5

Explain and use flight deck displays of digital weather and aeronautical information, as applicable.


 

 

Task

D. Lost Procedures

References

FAA-H-8083-2, FAA-H-8083-25; AIM; Navigation Charts

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with lost procedures and taking appropriate steps to achieve a

satisfactory outcome if lost.

Knowledge

The applicant demonstrates understanding of:

PA.VI.D.K1

Methods to determine position.

PA.VI.D.K2

Assistance available if lost (e.g. radar services, communication procedures).

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VI.D.R1

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.VI.D.R2

Distractions, loss of situational awareness, and/or improper task management.

PA.VI.D.R3

Failure to record times over waypoints.

PA.VI.D.R4

Failure to seek assistance or declare an emergency in a deteriorating situation.

Skills

The applicant demonstrates the ability to:

PA.VI.D.S1

Use an appropriate method to determine position.

PA.VI.D.S2

Maintain an appropriate heading and climb as necessary.

PA.VI.D.S3

Identify prominent landmarks.

PA.VI.D.S4

Use navigation systems/facilities and/or contact an ATC facility for assistance.

 

 

 

Task

A. Maneuvering During Slow Flight

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with maneuvering during slow flight.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

 

PA.VII.A.K1

Aerodynamics associated with slow flight in various aircraft configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, aircraft weight and center of gravity, aircraft attitude, and yaw effects.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VII.A.R1

Inadvertent slow flight and flight with a stall warning, which could lead to loss of control.

PA.VII.A.R2

Range and limitations of stall warning indicators (e.g., aircraft buffet, stall horn, etc.).

PA.VII.A.R3

Failure to maintain coordinated flight.

PA.VII.A.R4

Effect of environmental elements on aircraft performance. (e.g., turbulence, microbursts, and high density altitude).

PA.VII.A.R5

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VII.A.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.VII.A.S1

Clear the area.

PA.VII.A.S2

Select an entry altitude that will allow the Task to be completed no lower than 1,500 feet AGL (ASEL, ASES) or 3,000 feet AGL (AMEL, AMES).

 

PA.VII.A.S3

Establish and maintain an airspeed at which any further increase in angle of attack, increase in load factor, or reduction in power, would result in a stall warning (e.g., aircraft

buffet, stall horn, etc.).

 

PA.VII.A.S4

Accomplish coordinated straight-and-level flight, turns, climbs, and descents with landing gear and flap configurations specified by the evaluator without a stall warning (e.g., aircraft

buffet, stall horn, etc.).

PA.VII.A.S5

Maintain the specified altitude, ±100 feet; specified heading, ±10°; airspeed +10/-0 knots; and specified angle of bank, ±10°.

 

 

 

Task

B. Power-Off Stalls

References

FAA-H-8083-2, FAA-H-8083-3; AC 61-67; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with power-off stalls.

Note: See Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

 

PA.VII.B.K1

Aerodynamics associated with stalls in various aircraft configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, aircraft weight and center of gravity, aircraft attitude, and yaw effects.

PA.VII.B.K2

Stall characteristics (i.e., airplane design) and impending stall and full stall indications (i.e., how to recognize by sight, sound, or feel).

PA.VII.B.K3

Factors and situations that can lead to a power-off stall and actions that can be taken to prevent it.

PA.VII.B.K4

Fundamentals of stall recovery.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VII.B.R1

Factors and situations that could lead to inadvertent power-off stall, spin, and loss of control.

PA.VII.B.R2

Range and limitations of stall warning indicators (e.g., aircraft buffet, stall horn, etc.).

PA.VII.B.R3

Failure to recognize and recover at the stall warning during normal operations.

PA.VII.B.R4

Improper stall recovery procedure.

PA.VII.B.R5

Secondary stalls, accelerated stalls, and cross-control stalls.

PA.VII.B.R6

Effect of environmental elements on aircraft performance related to power-off stalls (e.g., turbulence, microbursts, and high density altitude).

PA.VII.B.R7

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VII.B.R8

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.VII.B.S1

Clear the area.

PA.VII.B.S2

Select an entry altitude that will allow the Task to be completed no lower than 1,500 feet AGL (ASEL, ASES) or 3,000 feet AGL (AMEL, AMES).

PA.VII.B.S3

Configure the airplane in the approach or landing configuration, as specified by the evaluator, and maintain coordinated flight throughout the maneuver.

PA.VII.B.S4

Establish a stabilized descent.

PA.VII.B.S5

Transition smoothly from the approach or landing attitude to a pitch attitude that will induce a stall.

PA.VII.B.S6

Maintain a specified heading, ±10 if in straight flight; maintain a specified angle of bank not to exceed 20°, ±10°, if in turning flight, while inducing the stall.

PA.VII.B.S7

Acknowledge cues of the impending stall and then recover promptly after a full stall has occurred.

PA.VII.B.S8

Execute a stall recovery in accordance with procedures set forth in the POH/AFM.

PA.VII.B.S9

Retract the flaps to the recommended setting; retract the landing gear, if retractable, after a positive rate of climb is established.

PA.VII.B.S10

Accelerate to VX or VY speed before the final flap retraction; return to the altitude, heading, and airspeed specified by the evaluator.


 

 

Task

C. Power-On Stalls

References

FAA-H-8083-2, FAA-H-8083-3; AC 61-67; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with power-on stalls.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

 

PA.VII.C.K1

Aerodynamics associated with stalls in various aircraft configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, aircraft weight

and center of gravity, aircraft attitude, and yaw effects.

PA.VII.C.K2

Stall characteristics (i.e., airplane design) and impending stall and full stall indications (i.e., how to recognize by sight, sound, or feel).

PA.VII.C.K3

Factors and situations that can lead to a power-on stall and actions that can be taken to prevent it.

PA.VII.C.K4

Fundamentals of stall recovery.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VII.C.R1

Factors and situations that could lead to inadvertent power-on stall, spin, and loss of control.

PA.VII.C.R2

Range and limitations of stall warning indicators (e.g., aircraft buffet, stall horn, etc.).

PA.VII.C.R3

Failure to recognize the stall warning during normal operations.

PA.VII.C.R4

Improper stall recovery procedure.

PA.VII.C.R5

Secondary stalls, accelerated stalls, elevator trim stalls, and cross-control stalls.

PA.VII.C.R6

Effect of environmental elements on aircraft performance related to power-on stalls (e.g., turbulence, microbursts, and high density altitude).

PA.VII.C.R7

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VII.C.R8

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.VII.C.S1

Clear the area.

PA.VII.C.S2

Select an entry altitude that will allow the Task to be completed no lower than 1,500 feet AGL (ASEL, ASES) or 3,000 feet AGL (AMEL, AMES).

PA.VII.C.S3

Establish the takeoff, departure, or cruise configuration, as specified by the evaluator, and maintain coordinated flight throughout the maneuver.

PA.VII.C.S4

Set power (as assigned by the evaluator) to no less than 65 percent available power.

PA.VII.C.S5

Transition smoothly from the takeoff or departure attitude to the pitch attitude that will induce a stall.

PA.VII.C.S6

Maintain a specified heading, ±10 if in straight flight; maintain a specified angle of bank not to exceed 20°, ±10° if in turning flight, while inducing the stall.

PA.VII.C.S7

Acknowledge the cues of the impending stall and then recover promptly after a full stall occurs.

PA.VII.C.S8

Execute a stall recovery in accordance with procedures set forth in the POH/AFM.

PA.VII.C.S9

Retract the flaps to the recommended setting, if applicable; retract the landing gear, if retractable, after a positive rate of climb is established.

PA.VII.C.S10

Accelerate to VX or VY speed before the final flap retraction; return to the altitude, heading, and airspeed specified by the evaluator.


 

 

Task

D. Spin Awareness

References

FAA-H-8083-2, FAA-H-8083-3; AC 61-67; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with spins, flight situations where unintentional spins may occur and

procedures for recovery from unintentional spins.

Knowledge

The applicant demonstrates understanding of:

 

PA.VII.D.K1

Aerodynamics associated with spins in various aircraft configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, aircraft weight and center of gravity, aircraft attitude, and yaw effects.

PA.VII.D.K2

What causes a spin and how to identify the entry, incipient, and developed phases of a spin.

PA.VII.D.K3

Spin recovery procedure.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VII.D.R1

Factors and situations that could lead to inadvertent spin and loss of control.

PA.VII.D.R2

Range and limitations of stall warning indicators (e.g., aircraft buffet, stall horn, etc.).

PA.VII.D.R3

Improper spin recovery procedure.

PA.VII.D.R4

Effect of environmental elements on aircraft performance related to spins (e.g., turbulence, microbursts, and high density altitude).

PA.VII.D.R5

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VII.D.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

[Intentionally left blank.]

 

 

 

Task

A. Straight-and-Level Flight

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-15

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with attitude instrument flying during straight-and-level flight.

Knowledge

The applicant demonstrates understanding of:

PA.VIII.A.K1

Flight instruments as related to:

PA.VIII.A.K1a

a. Sensitivity, limitations, and potential errors in unusual attitudes

PA.VIII.A.K1b

b. Correlation (pitch instruments/bank instruments)

PA.VIII.A.K1c

c. Function and operation

PA.VIII.A.K1d

d. Proper instrument cross-check techniques

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VIII.A.R1

Instrument flying hazards to include failure to maintain VFR, spatial disorientation, loss of control, fatigue, stress, and emergency off airport landings.

PA.VIII.A.R2

Failure to seek assistance or declare an emergency in a deteriorating situation.

PA.VIII.A.R3

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VIII.A.R4

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.VIII.A.S1

Maintain straight-and-level flight solely by reference to instruments using proper instrument cross-check and interpretation, and coordinated control application.

PA.VIII.A.S2

Maintain altitude ±200 feet, heading ±20°, and airspeed ±10 knots.

 

 

 

Task

B. Constant Airspeed Climbs

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-15

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with attitude instrument flying during constant airspeed climbs.

Knowledge

The applicant demonstrates understanding of:

PA.VIII.B.K1

Flight instruments as related to:

PA.VIII.B.K1a

a. Sensitivity, limitations, and potential errors in unusual attitudes

PA.VIII.B.K1b

b. Correlation (pitch instruments/bank instruments)

PA.VIII.B.K1c

c. Function and operation

PA.VIII.B.K1d

d. Proper instrument cross-check techniques

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VIII.B.R1

Instrument flying hazards to include failure to maintain VFR, spatial disorientation, loss of control, fatigue, stress, and emergency off airport landings.

PA.VIII.B.R2

Failure to seek assistance or declare an emergency in a deteriorating situation.

PA.VIII.B.R3

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.VIII.B.R4

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

 

PA.VIII.B.S1

Transition to the climb pitch attitude and power setting on an assigned heading using proper instrument cross-check and interpretation, and coordinated flight control application.

PA.VIII.B.S2

Demonstrate climbs solely by reference to instruments at a constant airspeed to specific altitudes in straight flight and turns.

PA.VIII.B.S3

Level off at the assigned altitude and maintain altitude ±200 feet, heading ±20° and airspeed ±10 knots.


 

 

Task

C. Constant Airspeed Descents

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-15

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with attitude instrument flying during constant airspeed descents.

Knowledge

The applicant demonstrates understanding of:

PA.VIII.C.K1

Flight instruments as related to:

PA.VIII.C.K1a

a. Sensitivity, limitations, and potential errors in unusual attitudes

PA.VIII.C.K1b

b. Correlation (pitch instruments/bank instruments)

PA.VIII.C.K1c

c. Function and operation

PA.VIII.C.K1d

d. Proper instrument cross-check techniques

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VIII.C.R1

Instrument flying hazards to include failure to maintain VFR, spatial disorientation, loss of control, fatigue, stress, and emergency off airport landings.

PA.VIII.C.R2

Failure to seek assistance or declare an emergency in a deteriorating situation.

PA.VIII.C.R3

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VIII.C.R4

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

 

PA.VIII.C.S1

Transition to the descent pitch attitude and power setting on an assigned heading using proper instrument cross-check and interpretation, and coordinated flight control application.

PA.VIII.C.S2

Demonstrate descents solely by reference to instruments at a constant airspeed to specific altitudes in straight flight and turns.

PA.VIII.C.S3

Level off at the assigned altitude and maintain altitude ±200 feet, heading ±20° and airspeed ±10 knots.


 

 

Task

D. Turns to Headings

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-15

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with attitude instrument flying during turns to headings.

Knowledge

The applicant demonstrates understanding of:

PA.VIII.D.K1

Flight instruments as related to:

PA.VIII.D.K1a

a. Sensitivity, limitations, and potential errors in unusual attitudes

PA.VIII.D.K1b

b. Correlation (pitch instruments/bank instruments)

PA.VIII.D.K1c

c. Function and operation

PA.VIII.D.K1d

d. Proper instrument cross-check techniques

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VIII.D.R1

Instrument flying hazards to include failure to maintain VFR, spatial disorientation, loss of control, fatigue, stress, and emergency off airport landings.

PA.VIII.D.R2

Failure to seek assistance or declare an emergency in a deteriorating situation.

PA.VIII.D.R3

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VIII.D.R4

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

 

PA.VIII.D.S1

Demonstrate turns to headings solely by reference to instruments, maintain altitude ±200 feet and maintain a standard rate turn and rolls out on the assigned heading ±10°;

maintain airspeed ±10 knots.


 

 

Task

E. Recovery from Unusual Flight Attitudes

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-15

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with attitude instrument flying while recovering from unusual attitudes.

Knowledge

The applicant demonstrates understanding of:

PA.VIII.E.K1

Flight instruments as related to:

PA.VIII.E.K1a

a. Sensitivity, limitations, and potential errors in unusual attitudes

PA.VIII.E.K1b

b. Correlation (pitch instruments/bank instruments)

PA.VIII.E.K1c

c. Function and operation

PA.VIII.E.K1d

d. Proper instrument cross-check techniques

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VIII.E.R1

Instrument flying hazards to include failure to maintain VFR, spatial disorientation, loss of control, fatigue, stress, and emergency off airport landings.

PA.VIII.E.R2

Failure to seek assistance or declare an emergency in a deteriorating situation.

PA.VIII.E.R3

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.VIII.E.R4

Distractions, loss of situational awareness, and/or improper task management.

PA.VIII.E.R5

Failure to interpret flight instruments.

PA.VIII.E.R6

Failure to unload the wings in recovering from high G situations.

Skills

The applicant demonstrates the ability to:

 

PA.VIII.E.S1

Recognize unusual flight attitudes solely by reference to instruments; perform the correct, coordinated, and smooth flight control application to resolve unusual pitch and bank

attitudes while staying within the airplane’s limitations and flight parameters.


 

 

Task

F. Radio Communications, Navigation Systems/Facilities, and Radar Services

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-15, FAA-H-8083-25

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with radio communications, navigation systems/facilities, and radar

services available for use during flight solely by reference to instruments.

Knowledge

The applicant demonstrates understanding of:

PA.VIII.F.K1

Operating communications equipment to include identifying and selecting radio frequencies, requesting and following ATC instructions.

PA.VIII.F.K2

Operating navigation equipment to include functions and displays, and following bearings, radials, or courses.

PA.VIII.F.K3

Air traffic control facilities and services.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.VIII.F.R1

Failure to seek assistance or declare an emergency in a deteriorating situation.

PA.VIII.F.R2

Failure to utilize all available resources (e.g., automation, ATC, and flight deck planning aids).

Skills

The applicant demonstrates the ability to:

PA.VIII.F.S1

Maintain aircraft control while selecting proper communications frequencies, identifying the appropriate facility, and managing navigation equipment.

PA.VIII.F.S2

Comply with ATC instructions.

PA.VIII.F.S3

Maintain altitude ±200 feet, heading ±20° and airspeed ±10 knots.

 

 

 

Task

A. Emergency Descent

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with an emergency descent.

Note: See Appendix 6: Safety of Flight.

Knowledge

The applicant demonstrates understanding of:

PA.IX.A.K1

Situations that require an emergency descent (e.g., depressurization, smoke, and/or engine fire).

PA.IX.A.K2

Immediate action items and emergency procedures.

PA.IX.A.K3

Airspeed, to include airspeed limitations.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IX.A.R1

Failure to consider altitude, wind, terrain, obstructions, and available glide distance.

PA.IX.A.R2

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.IX.A.R3

Improper aircraft configuration.

PA.IX.A.R4

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IX.A.S1

Clear the area.

 

PA.IX.A.S2

Establish and maintain the appropriate airspeed and configuration appropriate to the scenario specified by the evaluator and as covered in POH/AFM for the emergency descent.

PA.IX.A.S3

Demonstrate orientation, division of attention and proper planning.

PA.IX.A.S4

Use bank angle between 30° and 45° to maintain positive load factors during the descent.

PA.IX.A.S5

Complete the appropriate checklist.

 

 

Change 1 (6/12/2017)

 

Task

B. Emergency Approach and Landing (Simulated) (ASEL, ASES)

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with emergency approach and landing procedures.

Note: See Appendix 6: Safety of Flight.

Knowledge

The applicant demonstrates understanding of:

PA.IX.B.K1

Immediate action items and emergency procedures.

PA.IX.B.K1a

a. Airspeed, to include importance of best glide speed and its relationship to distance

PA.IX.B.K1b

b. Difference between best glide speed and minimum sink speed

PA.IX.B.K2

Effects of atmospheric conditions, including wind, on emergency approach and landing.

PA.IX.B.K3

A stabilized approach, to include concepts of energy management.

PA.IX.B.K4

ELTs and/or other emergency locating devices.

PA.IX.B.K5

ATC services to aircraft in distress.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IX.B.R1

Failure to consider altitude, wind, terrain, obstructions, and available landing distance.

PA.IX.B.R2

Failure to plan and follow a flightpath to the selected landing area.

PA.IX.B.R3

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.IX.B.R4

Improper aircraft configuration.

PA.IX.B.R5

Low altitude maneuvering/stall/spin.

PA.IX.B.R6

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IX.B.S1

Establish and maintain the recommended best glide airspeed, ±10 knots.

PA.IX.B.S2

Configure the airplane in accordance with POH/AFM and existing circumstances.

PA.IX.B.S3

Select a suitable landing area considering altitude, wind, terrain, obstructions, and available glide distance.

PA.IX.B.S4

Plan and follow a flightpath to the selected landing area.

PA.IX.B.S5

Prepare for landing as specified by the evaluator.

PA.IX.B.S6

Complete the appropriate checklist.


 

 

Task

C. Systems and Equipment Malfunction

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with system and equipment malfunctions appropriate to the airplane provided for the practical test and analyzing the situation and take appropriate action for simulated emergencies.

Knowledge

The applicant demonstrates understanding of:

PA.IX.C.K1

Partial or complete power loss related to the specific powerplant, including:

PA.IX.C.K1a

a. Engine roughness or overheat

PA.IX.C.K1b

b. Carburetor or induction icing

PA.IX.C.K1c

c. Loss of oil pressure

PA.IX.C.K1d

d. Fuel starvation

PA.IX.C.K2

System and equipment malfunctions specific to the airplane, including:

PA.IX.C.K2a

a. Electrical malfunction

PA.IX.C.K2b

b. Vacuum/pressure, and associated flight instruments malfunction

PA.IX.C.K2c

c. Pitot/static system malfunction

PA.IX.C.K2d

d. Electronic flight deck display malfunction

PA.IX.C.K2e

e. Landing gear or flap malfunction

PA.IX.C.K2f

f. Inoperative trim

PA.IX.C.K3

Smoke, fire, engine compartment fire.

PA.IX.C.K4

Any other system specific to the airplane (e.g., supplemental oxygen, deicing).

PA.IX.C.K5

Inadvertent door or window opening.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IX.C.R1

Failure to use the proper checklist for a system or equipment malfunction.

PA.IX.C.R2

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IX.C.S1

Describe appropriate action for simulated emergencies specified by the evaluator from at least three of the elements or sub-elements listed in the K1 through K5 above.

PA.IX.C.S2

Complete the appropriate checklist.


 

 

Task

D. Emergency Equipment and Survival Gear

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with emergency equipment, and survival gear appropriate to the airplane and environment encountered during flight and identifying appropriate equipment that should be onboard the airplane.

Knowledge

The applicant demonstrates understanding of:

PA.IX.D.K1

ELT operations, limitations, and testing requirements.

PA.IX.D.K2

Fire extinguisher operations and limitations.

PA.IX.D.K3

Emergency equipment and survival gear needed for:

PA.IX.D.K3a

a. Climate extremes (hot/cold)

PA.IX.D.K3b

b. Mountainous terrain

PA.IX.D.K3c

c. Overwater operations

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IX.D.R1

Failure to plan for basic needs (water, clothing, shelter) for 48 to 72 hours.

Skills

The applicant demonstrates the ability to:

PA.IX.D.S1

Identify appropriate equipment and personal gear.

PA.IX.D.S2

Brief passengers on proper use of on-board emergency equipment and survival gear.


 

 

Task

E. Engine Failure During Takeoff Before VMC (Simulated) (AMEL, AMES)

References

FAA-H-8083-2, FAA-H-8083-3; FAA-P-8740-66; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with an engine failure during takeoff before VMC.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.IX.E.K1

Factors affecting VMC.

PA.IX.E.K2

VMC (red line) and VYSE (blue line).

PA.IX.E.K3

Accelerate/stop distance.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IX.E.R1

Failure to plan for engine failure during takeoff.

PA.IX.E.R2

Improper aircraft configuration.

PA.IX.E.R3

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IX.E.S1

Close the throttles smoothly and promptly when a simulated engine failure occurs.

PA.IX.E.S2

Maintain directional control and apply brakes (AMEL), or flight controls (AMES), as necessary.


 

 

Task

F. Engine Failure After Liftoff (Simulated) (AMEL, AMES)

References

FAA-H-8083-2, FAA-H-8083-3; FAA-P-8740-66; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with an engine failure after liftoff.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.IX.F.K1

Factors affecting VMC.

PA.IX.F.K2

VMC (red line), VYSE (blue line), and VSSE (safe single-engine speed).

PA.IX.F.K3

Accelerate/stop and accelerate/go distances.

PA.IX.F.K4

How to identify and correctly secure the inoperative engine.

PA.IX.F.K5

Importance of drag reduction, to include propeller feathering, gear and flap retraction, proper bank angle into operating engine and inclinometer ball coordination.

PA.IX.F.K6

Zero-thrust procedures.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IX.F.R1

Failure to plan for engine failure after liftoff.

PA.IX.F.R2

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.IX.F.R3

Improper aircraft configuration.

PA.IX.F.R4

Low altitude maneuvering/stall/spin.

PA.IX.F.R5

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.IX.F.S1

Recognize a simulated engine failure promptly, maintain control and utilize appropriate emergency procedures.

PA.IX.F.S2

Establish VYSE; if obstructions are present, establish VXSE or VMC +5 knots, whichever is greater, until obstructions are cleared, then transition to VYSE.

PA.IX.F.S3

Reduce drag by retracting landing gear and flaps as appropriate.

PA.IX.F.S4

Simulate feathering the propeller on the inoperative engine. (Evaluator should then establish a zero-thrust on the inoperative engine).

PA.IX.F.S5

Bank toward the operating engine as required for best performance.

PA.IX.F.S6

Monitor operating engine and make adjustments as necessary.

 

PA.IX.F.S7

Recognize the airplane’s performance capabilities. If a climb is not possible at VYSE, maintain VYSE and return to the departure airport for landing, or initiate an approach to the

most suitable landing area available.

PA.IX.F.S8

Simulate securing the inoperative engine.

PA.IX.F.S9

Maintain heading ±10°, and airspeed ±5 knots.

PA.IX.F.S10

Complete the appropriate checklist.


 

 

Task

G. Approach and Landing with an Inoperative Engine (Simulated) (AMEL, AMES)

References

FAA-H-8083-2, FAA-H-8083-3; FAA-P-8740-66; POH/AFM

 

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with an approach and landing with an engine inoperative, including engine failure on final approach.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.IX.G.K1

Factors affecting VMC.

PA.IX.G.K2

VMC (red line) and VYSE (blue line).

PA.IX.G.K3

How to identify and secure the inoperative engine.

PA.IX.G.K4

Importance of drag reduction, to include propeller feathering, gear and flap retraction, proper bank angle into operating engine and inclinometer ball coordination.

PA.IX.G.K5

Feathering and zero-thrust procedures.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.IX.G.R1

Failure to plan for engine failure inflight or during an approach.

PA.IX.G.R2

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.IX.G.R3

Improper aircraft configuration.

PA.IX.G.R4

Low altitude maneuvering/stall/spin.

PA.IX.G.R5

Distractions, loss of situational awareness, and/or improper task management.

PA.IX.G.R6

Possible single-engine go-around.

Skills

The applicant demonstrates the ability to:

PA.IX.G.S1

Recognize an engine failure and take appropriate action, maintain control, and utilize the manufacturer’s recommended emergency procedures.

PA.IX.G.S2

Bank toward the operating engine, as required, for best performance.

PA.IX.G.S3

Monitor the operating engine and make adjustments as necessary.

PA.IX.G.S4

Maintain the manufacturer’s recommended approach airspeed +10/-5 knots, in the landing configuration with a stabilized approach, until landing is assured.

PA.IX.G.S5

Make smooth, timely, and correct control applications, during round out and touchdown.

PA.IX.G.S6

Touch down on the first one-third of available runway, with no drift and the airplane’s longitudinal axis aligned with and over the runway center path.

PA.IX.G.S7

Maintain crosswind correction and directional control throughout the approach and landing sequence.

PA.IX.G.S8

Complete the appropriate checklist.

 

 

                             I.            MultiengineOperations

Change 1 (6/12/2017)

 

Task

A. Maneuvering with One Engine Inoperative (AMEL, AMES)

References

FAA-H-8083-2, FAA-H-8083-3; FAA-P-8740-66; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with maneuvering with one engine inoperative.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.X.A.K1

Factors affecting VMC.

PA.X.A.K2

VMC (red line) and VYSE (blue line).

PA.X.A.K3

How to identify and secure the inoperative engine.

PA.X.A.K4

Importance of drag reduction, to include propeller feathering, gear and flap retraction, proper bank angle into operating engine and inclinometer ball coordination.

PA.X.A.K5

Feathering and zero-thrust procedures.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.X.A.R1

Failure to plan for engine failure during flight.

PA.X.A.R2

Collision hazards, to include aircraft, terrain, obstacles, and wires.

PA.X.A.R3

Improper aircraft configuration.

PA.X.A.R4

Low altitude maneuvering/stall/spin.

PA.X.A.R5

Distractions, loss of situational awareness, and/or improper task management.

PA.X.A.R6

Factors associated with uncoordinated flight.

Skills

The applicant demonstrates the ability to:

PA.X.A.S1

Recognize a simulated engine failure, maintain control, manufacturer’s memory item procedures and utilize appropriate emergency procedures.

PA.X.A.S2

Set the engine controls, identify and verify the inoperative engine, and feather appropriate propeller.

 

PA.X.A.S3

Reduce drag by establishing and maintaining a bank toward the operating engine and proper inclinometer ball displacement toward the operating engine as required for best

performance in straight-and-level flight.

PA.X.A.S4

Monitor the operating engine and make the necessary adjustments.

PA.X.A.S5

Demonstrate coordinated flight with one engine inoperative (propeller feathered).

PA.X.A.S6

Restart the inoperative engine using the manufacturer’s restart procedures.

PA.X.A.S7

Maintain altitude ±100 feet or a minimum sink rate as appropriate and a heading ±10°.

PA.X.A.S8

Complete the appropriate checklist.

 

 

 

Task

B. VMC Demonstration (AMEL, AMES)

References

FAA-H-8083-2, FAA-H-8083-3; FAA-P-8740-66; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a VMC demonstration.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.X.B.K1

Factors affecting VMC and how VMC differs from stall speed (VS).

PA.X.B.K2

VMC (red line), VYSE (blue line) and VSSE (safe single-engine speed).

PA.X.B.K3

Cause of loss of directional control at airspeeds below VMC.

PA.X.B.K4

Proper procedures for maneuver entry and safe recovery.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.X.B.R1

Improper aircraft configuration.

PA.X.B.R2

Maneuvering with one engine inoperative.

PA.X.B.R3

Distractions, loss of situational awareness, and/or improper task management.

Skills

The applicant demonstrates the ability to:

PA.X.B.S1

Configure the airplane in accordance with the manufacturer’s recommendations, in the absence of the manufacturer’s recommendations, then at VSSE/VYSE, as appropriate:

PA.X.B.S1a

a. Landing gear retracted

PA.X.B.S1b

b. Flaps set for takeoff

PA.X.B.S1c

c. Cowl flaps set for takeoff

PA.X.B.S1d

d. Trim set for takeoff

PA.X.B.S1e

e. Propellers set for high RPM

PA.X.B.S1f

f. Power on critical engine reduce to idle and wind milling

PA.X.B.S1g

g. Power on operating engine set to takeoff or maximum available power

PA.X.B.S1h

h. Up to 5° of bank into the operating engine

PA.X.B.S2

Establish a single-engine climb attitude with the airspeed at approximately 10 knots above VSSE.

PA.X.B.S3

Establish a bank angle not to exceed 5° toward the operating engine, as required for best performance and controllability.

 

PA.X.B.S4

Increase the pitch attitude slowly to reduce the airspeed at approximately 1 knot per second while applying rudder pressure to maintain directional control until full rudder is

applied.

PA.X.B.S5

Recognize indications of loss of directional control, stall warning, or buffet.

 

PA.X.B.S6

Recover promptly by simultaneously reducing power sufficiently on the operating engine while decreasing the angle of attack as necessary to regain airspeed and directional control. Recovery should not be attempted by increasing the power on the simulated

failed engine.

PA.X.B.S7

Recover within 20° of the entry heading.

PA.X.B.S8

Advance power smoothly on the operating engine and accelerate to VSSE/VYSE, as appropriate, +10/-5 knots, during the recovery.


 

 

Task

C. Engine Failure During Flight (by Reference to Instruments) (AMEL, AMES)

References

FAA-H-8083-2, FAA-H-8083-3; FAA-P-8740-66; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with instrument flight with one engine inoperative.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.X.C.K1

Instrument procedures used with one engine inoperative.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.X.C.R1

Failure to plan for engine failure during flight.

PA.X.C.R2

Distractions, loss of situational awareness, and/or improper task management.

PA.X.C.R3

Single-engine performance.

PA.X.C.R4

Fuel management during single-engine operation.

Skills

The applicant demonstrates the ability to:

PA.X.C.S1

Recognize an engine failure, set the engine controls, reduce drag, identify and verify the inoperative engine, and feather the appropriate engine propeller.

PA.X.C.S2

Establish and maintain a bank angle toward the operating engine as required for best performance in straight-and-level flight.

PA.X.C.S3

Follow the manufacturer’s checklists to verify procedures for securing the inoperative engine.

PA.X.C.S4

Monitor the operating engine and make the necessary adjustments.

PA.X.C.S5

Demonstrate coordinated flight with one engine inoperative.

PA.X.C.S6

Maintain the specified altitude within ±100 feet, or minimum sink rate, as appropriate, airspeed ±10 knots, and the specified heading ±10°.


 

 

Task

D. Instrument Approach and Landing with an Inoperative Engine (Simulated) (by Reference to Instruments) (AMEL, AMES)

References

FAA-H-8083-2, FAA-H-8083-3; FAA-P-8740-66; POH/AFM

 

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with executing a published instrument approach with one engine inoperative.

Note: See Appendix 6: Safety of Flight and Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations.

Knowledge

The applicant demonstrates understanding of:

PA.X.D.K1

Instrument approach procedures used with one engine inoperative.

Risk Management

The applicant demonstrates the ability to identify, assess, and mitigate risks, encompassing:

PA.X.D.R1

Failure to plan for engine failure during approach and landing.

PA.X.D.R2

Distractions, loss of situational awareness, and/or improper task management.

PA.X.D.R3

Single-engine performance.

Skills

The applicant demonstrates the ability to:

PA.X.D.S1

Recognize engine failure, set the engine controls, reduce drag, identify and verify the inoperative engine, and feather inoperative engine propeller.

 

PA.X.D.S2

Reduce drag by establishing and maintaining a bank angle and inclinometer ball displacement toward the operating engine and configuring the aircraft, as required for best

performance in straight-and-level flight and during the approach phase.

PA.X.D.S3

Follow the manufacturer’s prescribed checklists for securing the inoperative engine.

PA.X.D.S4

Monitor the operating engine and make the necessary adjustments.

PA.X.D.S5

Request and follow an actual or a simulated ATC clearance for an instrument approach.

PA.X.D.S6

Maintain altitude within 100 feet, airspeed within ±10 knots if within the aircraft’s capability, and heading ±10°.

 

PA.X.D.S7

Establish a rate of descent that will ensure arrival at the MDA or DH/DA, with the airplane in a position from which a descent to a landing on the intended runway can be made,

either straight in or circling as appropriate.

PA.X.D.S8

On final approach segment, maintain vertical and lateral guidance within ¾-scale deflection.

PA.X.D.S9

Avoid loss of aircraft control, or to attempt flight contrary to the operating limitations of the aircraft (i.e., the engine-inoperative limits).

PA.X.D.S10

Comply with the published criteria for the aircraft approach category when circling.

PA.X.D.S11

Complete landing and the appropriate manufacturer’s checklist.

 

 

 

Task

A. Night Preparation

References

FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25; AIM; POH/AFM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with night operations.

Knowledge

The applicant demonstrates understanding of:

PA.XI.A.K1

Physiological aspects of night flying as it relates to vision.

PA.XI.A.K2

Lighting systems identifying airports, runways, taxiways and obstructions, as well as pilot controlled lighting.

PA.XI.A.K3

Airplane equipment and lighting requirements for night operations.

PA.XI.A.K4

Personal equipment essential for night flight.

PA.XI.A.K5

Night orientation, navigation, and chart reading techniques.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.XI.A.R1

Collision hazards, to include aircraft, terrain, obstacles and wires.

PA.XI.A.R2

Distractions, loss of situational awareness, and/or improper task management.

PA.XI.A.R3

Hazards specific to night flying.

 

Skills

N/A

Note: Not generally evaluated in flight. If the practical test is conducted at night, all ACS Tasks are evaluated in that environment, thus there is no need for explicit Task elements to exist here.

 

 

 

Task

A. After Landing, Parking and Securing (ASEL, AMEL)

References

FAA-H-8083-2, FAA-H-8083-3; POH/AFM

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with after landing, parking, and securing procedures.

Knowledge

The applicant demonstrates understanding of:

PA.XII.A.K1

Aircraft shutdown, securing, and postflight inspection.

PA.XII.A.K2

Documenting in-flight/postflight discrepancies, if any.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.XII.A.R1

Inappropriate activities and distractions.

PA.XII.A.R2

Confirmation or expectation bias as related to taxi instructions.

PA.XII.A.R3

Airport specific security procedures.

Skills

The applicant demonstrates the ability to:

PA.XII.A.S1

Demonstrate runway incursion avoidance procedures.

PA.XII.A.S2

Park in an appropriate area, considering the safety of nearby persons and property.

PA.XII.A.S3

Complete the appropriate checklist.

PA.XII.A.S4

Disembark passengers safely and monitor passenger movement while on the ramp.

PA.XII.A.S5

Conduct a postflight inspection and document discrepancies and servicing requirements, if any.

PA.XII.A.S6

Secure the aircraft.

 

 

 

Task

B. Seaplane Post-Landing Procedures (ASES, AMES)

References

FAA-H-8083-2, FAA-H-8083-23; POH/AFM

 

Objective

To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with anchoring, docking, mooring, and ramping/beaching.

Note: The evaluator must select at least one after-landing procedure (anchoring, docking and mooring, or ramping/beaching).

Knowledge

The applicant demonstrates understanding of:

PA.XII.B.K1

Mooring.

PA.XII.B.K2

Docking.

PA.XII.B.K3

Anchoring.

PA.XII.B.K4

Ramping/beaching.

PA.XII.B.K5

Postflight inspection, recording of in-flight/postflight discrepancies.

Risk Management

The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:

PA.XII.B.R1

Inappropriate activities and distractions.

PA.XII.B.R2

Confirmation or expectation bias as related to taxi instructions.

Skills

The applicant demonstrates the ability to:

PA.XII.B.S1

Select a suitable area for anchoring, considering seaplane movement, water depth, tide, wind, and weather changes.

PA.XII.B.S2

Approach the dock/mooring buoy or ramp/beach in the proper direction and at a safe speed, considering water depth, tide, current, and wind.

PA.XII.B.S3

If anchoring, use an adequate number of anchors and lines of sufficient strength and length to ensure the seaplane’s security.

PA.XII.B.S4

Secure the seaplane in a manner that will protect it from the harmful effect of wind, waves, and changes in water level.

 

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Appendix Table of Contents

 

Appendix 1: The Knowledge Test Eligibility, Prerequisites, and Testing Centers.................................................. A-1 Knowledge Test Description ............................................................................................................................... A-1

Knowledge Test Table ........................................................................................................................................ A-1

Knowledge Test Blueprint ................................................................................................................................... A-2

English Language Standard................................................................................................................................ A-2

Knowledge Test Requirements ........................................................................................................................... A-2

Knowledge Test Centers..................................................................................................................................... A-3

Knowledge Test Registration .............................................................................................................................. A-3

Appendix 2: Knowledge Test Procedures and Tips ............................................................................................... A-4 Acceptable Materials........................................................................................................................................... A-4

Test Tips ............................................................................................................................................................. A-4 Cheating or Other Unauthorized Conduct .......................................................................................................... A-5

Testing Procedures for Applicants Requesting Special Accommodations ......................................................... A-5 Appendix 3: Airman Knowledge Test Report ......................................................................................................... A-6

FAA Knowledge Test Question Coding .............................................................................................................. A-6

Appendix 4: The Practical Test – Eligibility and Prerequisites ............................................................................... A-7

Appendix 5: Practical Test Roles, Responsibilities, and Outcomes ....................................................................... A-8 Applicant Responsibilities ................................................................................................................................... A-8

Instructor Responsibilities ................................................................................................................................... A-8

Evaluator Responsibilities ................................................................................................................................... A-8

Possible Outcomes of the Test ........................................................................................................................... A-9

Additional Rating Task Table ............................................................................................................................ A-12

Removal of the “Airplane Multiengine VFR Only” Limitation............................................................................. A-16

Removal of the “Limited to Center Thrust” Limitation ....................................................................................... A-16 Appendix 6: Safety of Flight.................................................................................................................................. A-17

General ............................................................................................................................................................. A-17

Stall and Spin Awareness ................................................................................................................................. A-17

Use of Checklists .............................................................................................................................................. A-17

Use of Distractions ............................................................................................................................................ A-17

Positive Exchange of Flight Controls ................................................................................................................ A-17

Aeronautical Decision-Making, Risk Management, Crew Resource Management and Single-Pilot

Resource Management..................................................................................................................................... A-17

Multiengine Considerations............................................................................................................................... A-18

Single-Engine Considerations........................................................................................................................... A-18

High Performance Aircraft Considerations ....................................................................................................... A-18

Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations .................................................. A-19 Aircraft Requirements & Limitations.................................................................................................................. A-19

Equipment Requirements & Limitations............................................................................................................ A-19

 

Operational Requirements, Limitations, & Task Information ............................................................................ A-19

Appendix 8: Use of Flight Simulation Training Devices (FSTD) and Aviation Training Devices (ATD):

Airplane Single-Engine, Multiengine Land and Sea ............................................................................................. A-21

Use of Flight Simulator Training Devices.......................................................................................................... A-21

Use of Aviation Training Devices ...................................................................................................................... A-21

Credit for Time in an FSTD ............................................................................................................................... A-22

Credit for Time in an ATD ................................................................................................................................. A-22

Use of an FSTD on a Practical Test ................................................................................................................. A-23

Appendix 9: References ....................................................................................................................................... A-24

 

Appendix 10: Abbreviations and Acronyms.......................................................................................................... A-25

Appendix 1: The Knowledge Test Eligibility, Prerequisites, and Testing Centers

 

Knowledge Test Description

The knowledge test is an important part of the airman certification process. Applicants must pass the knowledge test before taking the practical test.

The knowledge test consists of objective, multiple-choice questions. There is a single correct response for each test question. Each test question is independent of other questions. A correct response to one question does not depend upon, or influence, the correct response to another.

 

Knowledge Test Table

 

Test Code

 

Test Name

Number of Questions

 

Age

Allotted Time

Passing Score

PAR

Private Pilot Airplane

60

15

2.5

70

PAT

Private Pilot Airplane/Recreational Pilot - Transition

30

15

1.5

70

PBG

Private Pilot Balloon - Gas

60

14

2.5

70

PBH

Private Pilot Balloon - Hot Air

60

14

2.5

70

PCH

Private Pilot Helicopter Canadian Conversion

40

16

2.0

70

PCP

Private Pilot – Airplane Canadian Conversion

40

16

2.0

70

PGL

Private Pilot Glider

60

14

2.5

70

PGT

Private Pilot Gyroplane/Recreational Pilot - Transition

30

15

1.5

70

PHT

Private Pilot Helicopter/Recreational Pilot - Transition

30

15

1.5

70

PLA

Private Pilot Airship

60

15

2.5

70

PPP

Private Pilot Powered Parachute

60

15

2.5

70

PRG

Private Pilot Gyroplane

60

15

2.5

70

PRH

Private Pilot Helicopter

60

15

2.5

70

PWS

Private Pilot Weight-Shift-Control

60

15

2.5

70

Knowledge Test Blueprint

 

 

PAR Knowledge Areas Required by 14 CFR part 61, section 61.105 to be on the Knowledge Test

Percent

of Questions Per Test

Regulations

5 – 15%

Accident Reporting

5 – 10%

Performance Charts

5 – 10%

Radio Communications

5 – 10%

Weather

5 – 10%

Safe and Efficient Operations

5 – 15%

Density Altitude Performance

5 – 10%

Weight and Balance

5 – 10%

Aerodynamics., Powerplants and Aircraft Systems

5 – 10%

Stalls and Spins

5 – 10%

Aeronautical Decision-Making (ADM)

5 – 10%

Preflight actions

5 – 10%

Total Number of Questions

60

 

English Language Standard

In accordance with the requirements of 14 CFR part 61 and the FAA Aviation English Language Proficiency standard, throughout the application and testing process the applicant must demonstrate the ability to read, write, speak, and understand the English language. English language proficiency is required to communicate effectively with Air Traffic Control (ATC), to comply with ATC instructions, and to ensure clear and effective crew communication and coordination. Normal restatement of questions as would be done for a native English speaker is permitted, and does not constitute grounds for disqualification.

 

Knowledge Test Requirements

In order to take the Private Pilot Knowledge Test, you must provide proper identification. To verify your eligibility to take the test, you must also provide one of the following in accordance with the requirements of 14 CFR part 61:

             o     14 CFR part 61, section 61.35 lists the prerequisites for taking the knowledge test, to include the minimum age an applicant must be to sit for the test.

             §   Received an endorsement, if required by this part, from an authorized instructor certifying that the applicant accomplished the appropriate ground-training or a home-study course required by this part for the certificate or rating sought and is prepared for the knowledge test;

             §   Proper identification at the time of application that contains the applicant's—

                  §   (i) Photograph;

                  §   (ii) Signature;

                  §   (iii) Date of birth;

                  §   (iv) If the permanent mailing address is a post office box number, then the applicant must provide a government-issued residential address

             o     14 CFR part 61, section 61.49 acceptable forms of retest authorization for all Private Pilot tests:

             §   An applicant retesting after failure is required to submit the applicable test report indicating failure, along with an endorsement from an authorized instructor who gave the applicant the required additional training. The endorsement must certify that the applicant is competent to pass the test.

The test proctor must retain the original failed test report presented as authorization and attach it to the applicable sign-in/out log.

Note: If the applicant no longer possesses the original test report, he or she may request a duplicate replacement issued by the Airman Certification Branch (AFS-760).

 

             o     Acceptable forms of authorization for Private Pilot Canadian Conversion (PCP) only:

             §   Confirmation of Verification Letter issued by AFS-760 (Knowledge Testing Authorization Requirements Matrix).

             §   Requires no instructor endorsement or other form of written authorization.

 

Knowledge Test Centers

The FAA authorizes hundreds of knowledge testing center locations that offer a full range of airman knowledge tests. For information on authorized testing centers and to register for the knowledge test, contact one of the providers listed at www.faa.gov.

 

Knowledge Test Registration

 

When you contact a knowledge testing center to register for a test, please be prepared to select a test date, choose a testing center, and make financial arrangements for test payment when you call. You may register for test(s) several weeks in advance, and you may cancel in accordance with the testing center’s cancellation policy.

Appendix 2: Knowledge Test Procedures and Tips

 

Beforestartingtheactualtest,thetestingcenterwillprovideanopportunitytopracticenavigatingthroughthetest. This practice or tutorial session may include sample questions to familiarize the applicant with the look and feel of the software. (e.g., selecting an answer, marking a question for later review, monitoring time remaining for the test, and other features of the testingsoftware.)

 

Acceptable Materials

The applicant may use the following aids, reference materials, and test materials, as long as the material does not include actual test questions or answers:

 

Acceptable Materials

Unacceptable Materials

Notes

Supplement book provided by proctor

Written materials that are handwritten, printed, or electronic

Testing centers may provide calculators and/or deny the use of personal calculators

All models of aviation-oriented calculators or small electronic calculators that perform only arithmetic functions

Electronic calculators incorporating permanent or continuous type memory circuits without erasure capability

Unit Member (proctor) may prohibit the use of your calculator if he or she is unable to determine the calculator’s erasure capability

Calculators with simple programmable memories, which allow addition to, subtraction from, or retrieval of one number from the memory; or simple functions, such as square root and percentages

Magnetic Cards, magnetic tapes, modules, computer chips, or any other device upon which pre- written programs or information related to the test can be stored and retrieved

Printouts of data must be surrendered at the completion of the test if the calculator incorporates this design feature

 

Scales, straightedges, protractors, plotters, navigation computers, blank log sheets, holding pattern entry aids, and electronic or mechanical calculators that are directly related to the test

 

 

 

Dictionaries

Before, and upon completion of the test, while in the presence of the Unit Member, actuate the ON/OFF switch or RESET button, and perform any other function that ensures erasure of any data stored in memory circuits

Manufacturer’s permanently inscribed instructions on the front and back of such aids, e.g., formulas, conversions, regulations, signals, weather data, holding pattern diagrams, frequencies, weight and balance formulas, and air traffic control procedures

 

 

Any booklet or manual containing instructions related to use of test aids

 

 

Unit Member makes the final determination regarding aids, reference materials, and test materials

 

Test Tips

When taking a knowledge test, please keep the following points in mind:

             o     Carefully read the instructions provided with the test.

             o     Answer each question in accordance with the latest regulations and guidance publications.

             o     Read each question carefully before looking at the answer options. You should clearly understand the problem before trying to solve it.

             o     After formulating a response, determine which answer option corresponds with your answer. The answer you choose should completely solve the problem.

             o     Remember that only one answer is complete and correct. The other possible answers are either incomplete or erroneous.

             o     If a certain question is difficult for you, mark it for review and return to it after you have answered the less difficult questions. This procedure will enable you to use the available time to maximum advantage.

             o     When solving a calculation problem, be sure to read all the associated notes.

             o     For questions involving use of a graph, you may request a printed copy that you can mark in computing your answer. This copy and all other notes and paperwork must be given to the testing center upon completion of the test.

 

Cheating or Other Unauthorized Conduct

To avoid test compromise, computer testing centers must follow strict security procedures established by the FAA and described in FAA Order 8080.6 (as amended), Conduct of Airman Knowledge Tests. The FAA has directed testing centers to terminate a test at any time a test unit member suspects that a cheating incident has occurred.

The FAA will investigate and, if the agency determines that cheating or unauthorized conduct has occurred, any airman certificate or rating you hold may be revoked. You will also be prohibited from applying for or taking any test for a certificate or rating under 14 CFR part 61 for a period of 1 year.

 

Testing Procedures for Applicants Requesting Special Accommodations

An applicant with learning or reading disability may request approval from the Airman Testing Standards Branch (AFS-630) through the local Flight Standards District Office (FSDO) or International Field Office/International Field Unit (IFO/IFU) to take airman knowledge test using one of the three options listed below, in preferential order:

 

Option 1: Use current testing facilities and procedures whenever possible.

Option 2: Use a self-contained, electronic device which pronounces and displays typed-in words (e.g., the Franklin Speaking Wordmaster®) to facilitate the testing process.

Note: The device should consist of an electronic thesaurus that audibly pronounces typed- in words and presents them on a display screen. The device should also have a built-in headphone jack in order to avoid disturbing others during testing.

 

Option 3: Request the proctor's assistance in reading specific words or terms from the test questions and/or supplement book. To prevent compromising the testing process, the proctor must be an individual with no aviation background or expertise. The proctor may provide reading assistance only (i.e., no explanation of words or terms). When an applicant requests this option, the FSDO or IFO/IFU inspector must contact AFS-630 for assistance in selecting the test site and assisting the proctor. Before approving any option, the FSDO or IFO/IFU inspector must advise the applicant of the regulatory certification requirement to be able to read, write, speak, and understand the English language.

Appendix 3: Airman Knowledge Test Report

 

Immediately upon completion of the knowledge test, the applicant receives a printed Airman Knowledge Test Report (AKTR) documenting the score with the testing center's raised, embossed seal. The applicant must retain the original AKTR. The instructor must provide instruction in each area of deficiency and provide a logbook endorsement certifying that the applicant has demonstrated satisfactory knowledge in each area. When taking the practical test, the applicant must present the original AKTR to the evaluator, who is required to assess the noted areas of deficiency during the ground portion of the practical test.

An AKTR expires 24 calendar months after the month the applicant completes the knowledge test. If the AKTR expires before completion of the practical test, the applicant must retake the knowledge test.

To obtain a duplicate AKTR due to loss or destruction of the original, the applicant can send a signed request accompanied by a check or money order for $12.00 (U.S. funds), payable to the FAA to:

Federal Aviation Administration Airmen Certification Branch, AFS-760

P.O. Box 25082 Oklahoma City, OK73125

 

To obtain a copy of the application form or a list of the information required, please see the Airman Certification Branch (AFS-760) web page.

 

FAA Knowledge Test Question Coding

Each Task in the ACS includes an ACS code. This ACS code will soon be displayed on the AKTR to indicate what Task element was proven deficient on the knowledge test. Instructors can then provide remedial training in the deficient areas, and evaluators can re-test this element during the practical test.

The ACS coding consists of four elements. For example, this code is interpreted as follows:

PA.XI.A.K1:

PA = Applicable ACS (Private Pilot ‒ Airplane)

XI = Area of Operation (NightOperations)

A = Task (NightPreparation)

K1 = Task element Knowledge 1 (Physiological aspects of night flying as it relates to vision.)

 

Knowledge test questions are linked to the ACS codes, which will soon replace the system of Learning Statement Codes (LSC). After this transition occurs, the Airman Knowledge Test Report (AKTR) will list an ACS code that correlates to a specific Task element for a given Area of Operation and Task. Remedial instruction and re-testing will be specific, targeted, and based on specified learning criteria. Similarly, a Notice of Disapproval for the practical test will use the ACS codes to identify the deficient Task elements.

 

Thecurrentknowledgetestmanagementsystem does nothavethecapabilitytoprintACScodes.Untilanewtest management system is in place, the LSC (e.g., “PLT058”) code will continue to be displayed on the AKTR. The LSC codes are linked to references leading to broad subject areas. By contrast, each ACS code is tied to a unique Task element in the ACS itself. Because of this fundamental difference, there is no one-to-one correlation between LSC codes and ACScodes.

 

Because all active knowledge test questions for the Private Pilot Airplane Knowledge Test (PAR) have been aligned with the corresponding ACS, evaluators can continue to use LSC codes in conjunction with the ACS for the time being. The evaluator should look up the LSC code(s) on the applicant’s AKTR in the Learning Statement Reference Guide. After noting the subject area(s), the evaluator can use the corresponding Area(s) of Operation/Task(s) in the ACS to narrow the scope of material for retesting, and to evaluate the applicant’s understanding of that material in the context of the appropriate ACS Area(s) of Operation and Task(s).



 

 

 

The prerequisite requirements and general eligibility for a practical test and the specific requirements for the original issuance of a Private Pilot Certificate in the airplane category can be found in 14 CFR part 61, sections 61.39(a)(1) through (7) and 61.103, respectively.



 

 

Applicant Responsibilities

The applicant is responsible for mastering the established standards for knowledge, skill, and risk management elements in all Tasks appropriate to the certificate and rating sought. The applicant should use this ACS, its references, and the Practical Test Checklist in this Appendix in preparation to take the practical test.

 

Instructor Responsibilities

The instructor is responsible for training the applicant to meet the established standards for knowledge, skill, and risk management elements in all Tasks appropriate to the certificate and rating sought. The instructor should use this ACS and its references as part of preparing the applicant to take the practical test and, if necessary, in retraining the applicant to proficiency in all subject(s) missed on the knowledge test.

 

Evaluator Responsibilities

An evaluator is:

·         Aviation Safety Inspector (ASI);

·         Pilot examiner (other than administrative pilot examiners);

·         Training center evaluator (TCE);

·         Chief instructor, assistant chief instructor or check instructor of pilot school holding examining authority; or

·         Instrument Flight Instructor (CFII) conducting instrument proficiency check (IPC).

The evaluator who conducts the practical test is responsible for determining that the applicant meets the established standards of aeronautical knowledge, skills (flight proficiency), and risk management for the Tasks in the appropriate ACS. This responsibility also includes verifying the experience requirements specified for a certificate or rating.

Prior to beginning the practical test, the evaluator must also determine that the applicant meets FAA Aviation English Language Proficiency Standard by verifying that he or she can understand ATC instructions and communicate in English at a level that is understandable to ATC and other pilots. The evaluator should use the procedures outlined in the AC 60-28, English Language Skill Standards required by 14 CFR parts 61, 63, and 65 (current version) when evaluating the applicant’s ability to meet the standard.

The evaluator must develop a Plan of Action (POA), written in English, to conduct the practical test, and it must include all of the required Areas of Operation and Tasks. The POA must include a scenario that evaluates as many of the required Areas of Operation and Tasks as possible. As the scenario unfolds during the test, the evaluator will introduce problems and emergencies that the applicant must manage. The evaluator has the discretion to modify the POA in order to accommodate unexpected situations as they arise. For example, the evaluator may elect to suspend and later resume a scenario in order to assess certain Tasks.

In the integrated ACS framework, the Areas of Operation contain Tasks that include “knowledge” elements (such as K1), “risk management” elements (such as R1), and “skill” elements (such as S1). Knowledge and risk management elements are primarily evaluated during the knowledge testing phase of the airman certification process. The evaluator must assess the applicant on all skill elements for each Task included in each Area of Operation of the ACS, unless otherwise noted. The evaluator administering the practical test has the discretion to combine Tasks/elements as appropriate to testing scenarios.

The required minimum elements to include in the POA, unless otherwise noted, from each applicable Task are as follows:

·         at least one knowledge element;

·         at least one risk management element;

·         all skill elements; and

·         any Task elements in which the applicant was shown to be deficient on the knowledge test.

Note: Task elements added to the POA on the basis of being listed on the AKTR may satisfy the other minimum Task element requirements. The missed items on the AKTR are not required to be added in addition to the minimum Task element requirements.

There is no expectation for testing every knowledge and risk management element in a Task, but the evaluator has discretion to sample as needed to ensure the applicant’s mastery of that Task.

Unless otherwise noted in the Task, the evaluator must test each item in the skills section by asking the applicant to perform each one. As safety of flight conditions permit, the evaluator should use questions during flight to test knowledge and risk management elements not evident in the demonstrated skills. To the greatest extent practicable, evaluators should test the applicant’s ability to apply and correlate information, and use rote questions only when they are appropriate for the material being tested. If the Task includes an element with sub- elements, the evaluator may choose the primary element and select at least one sub-element to satisfy the requirement that at least one knowledge element be selected. For example, if the evaluator chooses PA.I.H.K1, he or she must select a sub-element like PA.I.H.K1e to satisfy the requirement to select one knowledge element.

 

Possible Outcomes of the Test

There are three possible outcomes of the practical test: (1) Temporary Airman Certificate (satisfactory), (2) Notice of Disapproval (unsatisfactory), or (3) Letter of Discontinuance.

If the evaluator determines that a Task is incomplete, or the outcome is uncertain, the evaluator must require the applicant to repeat that Task, or portions of that Task. This provision does not mean that instruction, practice, or the repetition of an unsatisfactory Task is permitted during the practical test.

If the evaluator determines the applicant’s skill and abilities are in doubt, the outcome is unsatisfactory and the evaluator must issue a Notice of Disapproval.

 

Satisfactory Performance

Satisfactory performance requires that the applicant:

 

·         demonstrate the Tasks specified in the Areas of Operation for the certificate or rating sought within the established standards;

·         demonstrate mastery of the aircraft by performing each Task successfully;

·         demonstrate proficiency and competency in accordance with the approved standards;

·         demonstrate sound judgment and exercise aeronautical decision-making/risk management; and

·         demonstrate competence in crew resource management in aircraft certificated for more than one required pilot crew member, or single-pilot competence in an airplane that is certificated for single-pilot operations.

Satisfactory performance will result in the issuance of a temporary certificate.

 

Unsatisfactory Performance

If, in the judgment of the evaluator, the applicant does not meet the standards for any Task, the applicant fails the Task and associated Area of Operation. The test is unsatisfactory, and the evaluator issues a Notice of Disapproval.

When the evaluator issues a Notice of Disapproval, he or she must list the Area of Operation in which the applicant did not meet the standard. The Notice of Disapproval must also list the Area(s) of Operation not tested, and the number of practical test failures. If the applicant’s inability to meet English language requirements contributed to the failure of a Task, the evaluator should note “English Proficiency” on the Notice of Disapproval.

 

The evaluator or the applicant must end the test if the applicant fails a Task. The evaluator may continue the test only with the consent of the applicant, and the applicant is entitled to credit only for those Areas of Operation and the associated Tasks satisfactorily performed. Though not required, the evaluator has discretion to reevaluate any Task, including those previously passed, during the retest.

Typical areas of unsatisfactory performance and grounds for disqualification include:

·         Any action or lack of action by the applicant that requires corrective intervention by the evaluator to maintain safe flight.

·         Failure to use proper and effective visual scanning techniques to clear the area before and while performing maneuvers.

·         Consistently exceeding tolerances stated in the skill elements of the Task.

·         Failure to take prompt corrective action when tolerances are exceeded.

·         Failure to exercise risk management.

 

Discontinuance

 

When it is necessary to discontinue a practical test for reasons other than unsatisfactory performance (e.g., equipment failure, weather, illness), the evaluator must return all test paperwork to the applicant. The evaluator must prepare, sign, and issue a Letter of Discontinuance that lists those Areas of Operation the applicant successfully completed and the time period remaining to complete the test. The evaluator should advise the applicant to present the Letter of Discontinuance to the evaluator when the practical test resumes in order to receive credit for the items successfully completed. The Letter of Discontinuance becomes part of the applicant's certification file.

Change 1 (6/12/2017)

Practical Test Checklist (Applicant)

Appointment with Evaluator

 

Evaluator’s Name: Location: Date/Time:

Acceptable Aircraft

·         Aircraft Documents:

o    Airworthiness Certificate

o    Registration Certificate

o    Operating Limitations

·         Aircraft Maintenance Records:

o    Logbook Record of Airworthiness Inspections and AD Compliance

·         Pilot’s Operating Handbook, FAA-Approved Aircraft Flight Manual

 

Personal Equipment

·         View-Limiting Device

·         Current Aeronautical Charts (Printed or Electronic)

·         Computer and Plotter

·         Flight Plan Form and Flight Logs (printed or electronic)

·         Chart Supplements, Airport Diagrams and appropriate Publications

·         Current AIM

 

Personal Records

·         Identification—Photo/Signature ID

·         Pilot Certificate

·         Current Medical Certificate

·         Completed FAA Form 8710-1, Airman Certificate and/or Rating Application with Instructor’s Signature or completed IACRA form

·         Original Knowledge Test Report

·         Pilot Logbook with appropriate Instructor Endorsements

·         FAA Form 8060-5, Notice of Disapproval (if applicable)

·         Letter of Discontinuance (if applicable)

·         Approved School Graduation Certificate (if applicable)

·         Evaluator’s Fee (if applicable)

Additional Rating Task Table

For an applicant who holds at least a Private Pilot Certificate and seeks an additional airplane category and/or class rating at the private pilot level, the evaluator must evaluate that applicant in the Areas of Operation and Tasks listed in the Additional Rating Task Table. Please note, however, that the evaluator has the discretion to evaluate the applicant’s competence in the remaining Areas of Operation and Tasks.

If the applicant holds two or more category or class ratings at least at the private level, and the ratings table indicates differing required Tasks, the “least restrictive” entry applies. For example, if “All” and “None” are indicated for one Area of Operation, the “None” entry applies. If “B” and “B, C” are indicated, the “B” entry applies.

 

Addition of an Airplane Single-Engine Land Rating to an existing Private Pilot Certificate

Required Tasks are indicated by either the Task letter(s) that apply(s) or an indication that all or none of the Tasks must be tested based on the notes in each Area of Operation.

 

Private Pilot Rating(s) Held

 

Areas of Operation

ASES

AMEL

AMES

RH

RG

Glider

Balloon

Airship

I

F,G

F,G

F,G

F,G

F,G

F,G

F,G

F,G

II

D

D

D

A,C,D,F

A,D,F

A,B,C, D,F

A,B,C, D,F

A,B,C, D,F

III

None

None

None

B

None

B

B

B

IV

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C,D,

E,F,M,N

A,B,C,D,

E,F,M,N

A,B,C,D,

E,F,M,N

A,B,C,D,

E,F,M,N

A,B,C,D,

E,F,M,N

V

None

None

None

A,B

A

A,B

A,B

A,B

VI

None

None

None

None

None

A,B,C,D

A,B,C,D

None

VII

None

None

None

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

VIII

None

None

None

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

IX

A,B,C

A,B,C

A,B,C

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

X

None

None

None

None

None

None

None

None

XI

None

None

None

None

None

A

A

A

XII

A

None

A

A

A

A

A

A

 

 

Areas of Operation

ASEL

AMEL

AMES

RH

RG

Glider

Balloon

Airship

I

F,G,I

F,G

F,G,I

F,G,I

F,G,I

F,G,I

F,G,I

F,G,I

II

E

E

E

All

A,B,E,F

All

All

All

III

B

B

None

B

B

B

B

B

IV

A,B,G,H J,K,L

A,B,G,H

I,J,K,L

A,B,G,H

I,J,K,L

A,B,G,H,I,

J,K,L,M,N

A,B,G,H,I,

J,K,L,M,N

A,B,G,H,I,

J,K,L,M,N

A,B,G,H,I,

J,K,L,M,N

A,B,G,H,I,

J,K,L,M,N

V

None

None

None

All

A

All

All

All

VI

None

None

None

None

None

All

All

None

VII

None

None

None

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

VIII

None

None

None

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

IX

A,B

A,B

A,B

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

X

None

None

None

None

None

None

None

None

XI

None

None

None

None

None

All

All

All

XII

B

None

B

B

B

B

B

B

 

 

Areas of Operation

ASEL

ASES

AMES

RH

RG

Glider

Balloon

Airship

I

F,G

F,G

F,G

F,G

F,G

F,G

F,G

F,G

II

A,B,C, D,F

A,B,C, D,F

D

A,B,C, D,F

A,B,C, D,F

A,B,C, D,F

A,B,C, D,F

A,B,C, D,F

III

None

None

None

B

None

B

B

B

IV

A,B,E,F

A,B,E,F

A,B,E,F

A,B,E, F,N

A,B,E, F,N

A,B,E, F,N

A,B,E, F,N

A,B,E, F,N

V

A

A

None

A,B

A

A,B

A,B

A,B

VI

None

None

None

None

None

A,B,C,D

A,B,C,D

None

VII

A,B,C,D

A,B,C,D

None

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

VIII

None

None

None

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

IX

A,C,D, E,F,G

A,C,D, E,F,G

C,E,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

X*

A,B,C,D

A,B,C,D

None

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

XI

None

None

None

None

None

A

A

A

XII

None

A

A

A

A

A

A

A

 

 

Areas of Operation

AMEL

ASEL

ASES

RH

RG

Glider

Balloon

Airship

I

F,G,I

F,G,I

F,G

F,G,I

F,G,I

F,G,I

F,G,I

F,G,I

II

E

A,B,C,E,F

A,B,C,E,F

A,B,C,E,F

A,B,C,E,F

A,B,C,E,F

A,B,C,E,F

A,B,C,E,F

III

None

None

None

B

None

B

B

B

IV

A,B,G,H,

I,J,K,L

A,B,G,H,

I,J,K,L

A,B,G,H,

I,J,K,L

A,B,G,H,I, J,K,L,N

A,B,G,H,I, J,K,L,N

A,B,G,H,I, J,K,L,N

A,B,G,H,I, J,K,L,N

A,B,G,H,I, J,K,L,N

V

None

A

A

A,B

A

A,B

A,B

A,B

VI

None

None

None

None

None

A,B,C,D

A,B,C,D

None

VII

None

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

VIII

None

None

None

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

A,B,C, D,E,F

IX

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

A,C,D, E,F,G

X*

None

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

A,B,C,D

XI

None

None

None

None

None

A

A

A

XII

B

B

None

B

B

B

B

B

Removal of the “Airplane Multiengine VFR Only” Limitation

The removal of the “Airplane Multiengine VFR Only” limitation, at the private pilot certificate level, requires an applicant to satisfactorily perform the following Area of Operation and Tasks from the Private Pilot ‒ Airplane ACS in a multiengine airplane that has a manufacturer’s published VMC speed.

 

X. Multiengine Operations

Task C: Engine Failure During Flight (by Reference to Instruments) (AMEL, AMES)

Task D: Instrument Approach and Landing with an Inoperative Engine (Simulated) (by Reference to Instruments) (AMEL, AMES)

 

Removal of the “Limited to Center Thrust” Limitation

The “Limited to Center Thrust” limitation for the AMEL rating is issued to applicants who complete the practical test for the AMEL rating in an aircraft that does not have a manufacturer’s published VMC. It can also be issued to a military pilot seeking a commercial certificate under 14 CFR section 61.73 who can only show qualification in a multiengine airplane that is limited to center thrust. When conducting a practical test for the purpose of removing the “Limited to Center Thrust” limitation from the AMEL rating, the applicant must be tested on the multiengine Tasks identified in the table below in a multiengine airplane that has a manufacturer’s published VMC speed. This speed would be found on the type certificate data sheet (TCDS) or in the AFM. If the limitation will be removed under parts 121, 135, or 142, it must be done in accordance with an approved curriculum or training program.

 

IX. Emergency Operations

Task E: Engine Failure During Takeoff Before VMC (Simulated) (AMEL and AMES)

Task F: Engine Failure After Liftoff (Simulated) (AMEL, AMES)

Task G: Approach and Landing with an Inoperative Engine (Simulated) (AMEL, AMES)

X. Multiengine Operations

Task A: Maneuvering with One Engine Inoperative (AMEL, AMES)

Task B: VMC Demonstration (AMEL and AMES)

Appendix 6: Safety of Flight

 

General

Safetyofflightmustbetheprimeconsiderationatalltimes.Theevaluator,applicant,andcrewmustbeconstantly alert for other traffic. If performing aspects of a given maneuver, such as emergency procedures, would jeopardize safety, the evaluator will ask the applicant to simulate that portion of the maneuver. The evaluator will assesstheapplicant’suseofvisualscanningandcollisionavoidanceproceduresthroughouttheentiretest.

 

Stall and Spin Awareness

During flight training and testing, the applicant and the instructor or evaluator must always recognize and avoid operations that could lead to an inadvertent stall or spin and inadvertent loss of control.

 

Use of Checklists

Throughout the practical test, the applicant is evaluated on the use of an appropriate checklist.

 

Assessing proper checklist use depends upon the specific Task. In all cases, the evaluator should determine whether the applicant appropriately divides attention and uses proper visual scanning. In some situations, reading the actual checklist may be impractical or unsafe. In such cases, the evaluator should assess the applicant's performance of published or recommended immediate action "memory" items along with his or her review of the appropriate checklist once conditions permit.

In a single-pilot airplane, the applicant should demonstrate the crew resource management (CRM) principles described as single-pilot resource management (SRM). 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 in a single-pilot operation. In this case, a review of the checklist after the elements have been accomplished is appropriate.

 

Use of Distractions

Numerous studies indicate that many accidents have occurred when the pilot has been distracted during critical phases of flight. The evaluator should incorporate realistic distractions during the flight portion of the practical test to evaluate the pilot’s situational awareness and ability to utilize proper control technique while dividing attention both inside and outside the cockpit.

 

Positive Exchange of Flight Controls

There must always be a clear understanding of who has control of the aircraft. Prior to flight, the pilots involved should conduct a briefing that includes reviewing the procedures for exchanging flight controls.

The FAA recommends a positive three-step process for exchanging flight controls between pilots:

·         When one pilot seeks to have the other pilot take control of the aircraft, he or she will say, "You have the flight controls."

·         The second pilot acknowledges immediately by saying, "I have the flight controls."

·         The first pilot again says, "You have the flight controls," and visually confirms the exchange.

Pilots should follow this procedure during any exchange of flight controls, including any occurrence during the practical test. The FAA also recommends that both pilots use a visual check to verify that the exchange has occurred. There must never be any doubt as to who is flying the aircraft.

 

Aeronautical Decision-Making, Risk Management, Crew Resource Management and Single-Pilot Resource Management

 

Throughout the practical test, the evaluator must assess the applicant’s ability to use sound aeronautical decision- making procedures in order to identify hazards and mitigate risk. The evaluator must accomplish this requirement by reference to the risk management elements of the given Task(s), and by developing scenarios that incorporate and combine Tasks appropriate to assessing the applicant’s risk management in making safe aeronautical

decisions. For example, the evaluator may develop a scenario that incorporates weather decisions and performance planning.

In assessing the applicant’s performance, the evaluator should take note of the applicant’s use of CRM and, if appropriate, SRM. CRM/SRM is the set of competencies that includes situational awareness, communication skills, teamwork, task allocation, and decision-making within a comprehensive framework of standard operating procedures (SOP). SRM specifically refers to the management of all resources onboard the aircraft as well as outside resources available to the single pilot.

Deficiencies in CRM/SRM almost always contribute to the unsatisfactory performance of a Task. While evaluation of CRM/SRM may appear to be somewhat subjective, the evaluator should use the risk management elements of the given Task(s) to determine whether the applicant’s performance of the Task(s) demonstrates both understanding and application of the associated risk management elements.

 

Multiengine Considerations

On multiengine practical tests, where the failure of the most critical engine after liftoff is required, the evaluator must consider local atmospheric conditions, terrain, and type of aircraft used. The evaluator must not simulate failure of an engine until attaining at least VSSE/VXSE/VYSE and an altitude not lower than 400 feet AGL.

The applicant must supply an airplane that does not prohibit the demonstration of feathering the propeller in flight unlesstheconditionsbelowforatyperatingaremet.Formultienginepracticaltestsconductedintheairplane,the evaluator will set zero thrust after the applicant has simulated feathering the propeller following a simulated engine failure. The applicant must demonstrate feathering one propeller in flight unless the manufacturer prohibits this action. Practical tests conducted in a flight simulation training device (FSTD) can only be accomplished as part of an approved curriculum or training program. Any limitations or powerplant failure will be noted in that program.

In a multiengine airplane or FSTD equipped with propellers (including turboprop), the applicant must demonstrate feathering one propeller and engine shutdown unless:

·         the practical test is for a type rating, and

·         the airplane used for the practical test was not certificated with inflight unfeathering capability.

In this situation, the applicant may perform a simulated powerplant failure. In all other cases, the applicant must demonstrate the ability to safely feather and unfeather the propeller while airborne.

For safety reasons, when the practical test is conducted in an airplane, the applicant must perform Tasks that require feathering or shutdown only under conditions and at a position and altitude where it is possible to make a safe landing on an established airport if there is difficulty in unfeathering the propeller or restarting the engine.

The evaluator must select an entry altitude that will allow the single-engine demonstration Tasks to be completed no lower than 3,000 feet AGL or the manufacturer’s recommended altitude, whichever is higher). If it is not possible to unfeather the propeller or restart the engine while airborne, the applicant and the evaluator should treat the situation as an emergency. At altitudes lower than 3,000 feet AGL, engine failure should be simulated by reducing throttle to idle and then establishing zero thrust.

Practical tests conducted in an FSTD can only be accomplished as part of an approved curriculum or training program. Any limitations on powerplant failure will be noted in that program.

Engine failure (simulated) during takeoff should be accomplished prior to reaching 50 percent of the calculated VMC.

 

Single-Engine Considerations

For safety reasons, the evaluator will not request a simulated powerplant failure in a single-engine airplane unless it is possible to safely complete a landing.

 

High Performance Aircraft Considerations

 

In some high performance airplanes, the power setting may have to be reduced below the ACS guidelines power setting to prevent excessively high pitch attitudes greater than 30° nose up.

Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations

 

Aircraft Requirements & Limitations

14 CFR part 61, section 61.45 prescribes the required aircraft and equipment for a practical test. The regulation states the minimum aircraft registration and airworthiness requirements as well as the minimum equipment requirements, to include the minimum required controls.

 

Multiengine practical tests require normal engine shutdowns and restarts in the air, to include propeller feathering and unfeathering. The Airplane Flight Manual (AFM) must not prohibit these procedures, but low power settings for cooling periods prior to the actual shutdown in accordance with the AFM are acceptable and encouraged. For a type rating in an airplane not certificated with inflight unfeathering capability, a simulated powerplant failure is acceptable.

 

If the multiengine airplane used for the practical test does not publish a VMC, then the “Limited to Centerline Thrust” limitation will be added to the certificate issued from this check, unless the applicant has already demonstrated competence in a multiengine airplane with a published VMC.

If the aircraft presented for the practical test has inoperative instruments or equipment, it must be addressed in accordance with 14 CFR part 91, section 91.213. If the aircraft can be operated in accordance with 14 CFR part 91, section 91.213, then it must be determined if the inoperative instruments or equipment are required to complete the practical test.

 

Equipment Requirements & Limitations

The equipment examination should be administered before the flight portion of the practical test, but it must be closely coordinated and related to the flight portion.

This section requires the aircraft must be:

·         Of U.S., foreign, or military registry of the same category, class and type, if applicable, for the certificate and/or rating for which the applicant is applying.

·         The aircraft must have fully functional dual controls, except as provided for in 14 CFR part 61, section,

61.45 (c) and (e); and

·         Capable of performing all Areas of Operation appropriate to the rating sought and have no operating limitations, which prohibit its use in any of the Area of Operation, required for the practical test.

To assist in management of the aircraft during the practical test, the applicant is expected to demonstrate automation management skills by utilizing installed, available, or airborne equipment such as autopilot, avionics and systems displays, and/or flight management system (FMS). The evaluator is expected to test the applicant’s knowledge of the systems that are installed and operative during both the ground and flight portions of the practical test.

If the practical test is conducted in an aircraft, the applicant is required by 14 CFR part 61, section 61.45(d)(2) to provide an appropriate view limiting device acceptable to the evaluator. The applicant and the evaluator should establish a procedure as to when and how this device should be donned and removed, and brief this procedure before the flight. The device must be used during all testing that requires flight “solely by reference to instruments.” This device must prevent the applicant from having visual reference outside the aircraft, but it must not restrict the evaluator’s ability to see and avoid other traffic.

 

Operational Requirements, Limitations, & Task Information

                                                                                                        I.            Performance and Ground ReferenceManeuvers

 

Task B. Ground Reference Maneuvers

As noted in the skill elements, the evaluator must choose at least one maneuver for the applicant to demonstrate:

 

             o     Rectangular course

             o     S-Turns

             o     Turns around a point

VII. Slow Flight and Stalls

 

Task A. Maneuvering During Slow Flight

Evaluation criteria for this Task should recognize that environmental factors (e.g., turbulence) may result in a momentary activation of stall warning indicators such as the stall horn. If the applicant recognizes the stall warning indication and promptly makes an appropriate correction, a momentary activation does not constitute unsatisfactory performance on this Task. As with other Tasks, unsatisfactory performance would arise from an applicant’s continual deviation from the standard, lack of correction, and/or lack of recognition.

Task B. Power-Off Stalls

Evaluation criteria for a recovery from an approach to stall should not mandate a predetermined value for altitude loss and should not mandate maintaining altitude during recovery. Proper evaluation criteria should consider the multitude of external and internal variables which affect the recovery altitude.

Task C. Power-On Stalls

In some high performance airplanes, the power setting may have to be reduced below the ACS guidelines power setting to prevent excessively high pitch attitudes greater than 30° nose up. Evaluation criteria for a recovery from an approach to stall should not mandate a predetermined value for altitude loss and should not mandate maintaining altitude during recovery. Proper evaluation criteria should consider the multitude of external and internal variables which affect the recovery altitude.

                                                                                                        I.            EmergencyOperations

 

Task E. Engine Failure During Takeoff Before VMC (Simulated) (AMEL, AMES)

Engine failure (simulated) during takeoff should be accomplished prior to reaching 50 percent of the calculated VMC.

                                                                                                        I.            MultiengineOperations

 

Task B. VMC Demonstration (AMEL, AMES)

Airplanes with normally aspirated engines will lose power as altitude increases because of the reduced density of the air entering the induction system of the engine. This loss of power will result in a VMC lower than the stall speed at higher altitudes. Therefore, recovery should be made at the first indication of loss of directional control, stall warning, or buffet. Do not perform this maneuver by increasing the pitch attitude to a high angle with both engines operating and then reducing power on the critical engine. This technique is hazardous and may result in loss of airplane control.

Task C. Engine Failure During Flight (by Reference to Instruments) (AMEL, AMES)

This Task is not required if an instrument-rated applicant has previously demonstrated instrument proficiency in a multiengine airplane, or if the applicant does not hold an Instrument Airplane Rating. If an applicant holds both a single- and multiengine rating on a pilot certificate, but has not demonstrated instrument proficiency in a multiengine aircraft, that airman’s certificate must bear a limitation indicating that multiengine flight is permitted in visual flight rules (VFR) conditions only.

Task D. Instrument Approach and Landing with an Inoperative Engine (Simulated) (by Reference to Instruments) (AMEL, AMES)

 

This Task is not required if an instrument-rated applicant has previously demonstrated instrument proficiency in a multiengine airplane, or if the applicant does not hold an Instrument Airplane Rating. If an applicant holds both a single- and multiengine rating on a pilot certificate, but has not demonstrated instrument proficiency in a multiengine aircraft, that airman’s certificate must bear a limitation indicating that multiengine flight is permitted in visual flight rules (VFR) conditions only.

Appendix 8: Use of Flight Simulation Training Devices (FSTD) and Aviation Training Devices (ATD): Airplane Single-Engine, Multiengine Land and Sea

 

Use of Flight Simulator Training Devices

14 CFR part 61, section 61.4, Qualification and approval of flight simulators and flight training devices, states in paragraph (a) that each full flight simulator (FFS) and flight training device (FTD) used for training, and for which an airman is to receive credit to satisfy any training, testing, or checking requirement under this chapter, must be qualified and approved by the Administrator for—

1.      the training, testing, and checking for which it is used;

 

2.      each particular maneuver, procedure, or crewmember function performed; and

3.      the representation of the specific category and class of aircraft, type of aircraft, particular variation within the type of aircraft, or set of aircraft for certain flight training devices.

14 CFR part 60 prescribes the rules governing the initial and continuing qualification and use of all Flight Simulator Training Devices (FSTD) used for meeting training, evaluation, or flight experience requirements for flight crewmember certification or qualification.

 

An FSTD is defined in 14 CFR part 60 as an FFS or FTD:

Full Flight Simulator (FFS)—a replica of a specific type, make, model, or series aircraft. It includes the equipment and computer programs necessary to represent aircraft operations in ground and flight conditions, a visual system providing an out-of-the-flight deck view, a system that provides cues at least equivalent to those of a three-degree-of-freedom motion system, and has the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the qualification performance standard (QPS) for a specific FFS qualification level. (part 1)

Flight Training Device (FTD)—a replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft flight deck replica. It includes the equipment and computer programs necessary to represent aircraft (or set of aircraft) operations in ground and flight conditions having the full range of capabilities of the systems installed in the device as described in part 60 of this chapter and the QPS for a specific FTD qualification level (part 1).

The FAA National Simulator Program (NSP) qualifies Level A-D FFSs and Level 4 ‒ 71 FTDs. In addition, each operational rule part identifies additional requirements for the approval and use of FSTDs in a training program2. Use of an FSTD for the completion of the private pilot airplane practical test is permitted only when accomplished in accordance with an FAA approved curriculum or training program.

 

Use of Aviation Training Devices

14 CFR part 61, section 61.4(c) states the Administrator may approve a device other than an FFS or FTD for specific purposes. Under this authority, the FAA’s General Aviation and Commercial Division provide approval for aviation training devices (ATD).

 

 

 

1The FSTD qualification standards in effect prior to part 60 defined a Level 7 FTD for airplanes (see Advisory Circular 120- 45A, Airplane Flight Training Device Qualification, 1992). This device required high fidelity, airplane specific aerodynamic and flight control models similar to a Level D FFS, but did not require a motion cueing system or visual display system. In accordance with the “grandfather rights” of 14 CFR part 60, section 60.17, these previously qualified devices will retain their qualification basis as long as they continue to meet the standards under which they were originally qualified. There is only one airplane Level 7 FTD with grandfather rights that remains in the U.S. As a result of changes to part 60 that were published in the Federal Register in March 2016, the airplane Level 7 FTD was reinstated with updated evaluation standards. The new Level 7 FTD will require a visual display system for qualification. The minimum qualified Tasks for the Level 7 FTD are described in Table B1B of Appendix B of part 60.

 

 

2 14 CFR part 121, section 121.407; part 135, section 135.335; part 141, section 141.41; and part 142, section 142.59.

Advisory Circular (AC) 61-136A, FAA Approval of Aviation Training Devices and Their Use for Training and Experience, provides information and guidance for the required function, performance, and effective use of ATDs for pilot training and aeronautical experience (including currency). FAA issues a letter of authorization (LOA) to an ATD manufacturer approving an ATD as a basic aviation training device (BATD) or an advanced aviation training device (AATD). The LOA will be valid for a five-year period with a specific expiration date and include the amount of credit a pilot may take for training and experience.

Aviation Training Device (ATD)—a training device, other than an FFS or FTD, that has been evaluated, qualified, and approved by the Administrator. In general, this includes a replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft cockpit. It includes the hardware and software necessary to represent a category and class of aircraft (or set of aircraft) operations in ground and flight conditions having the appropriate range of capabilities and systems installed in the device as described within the AC for the specific basic or advanced qualification level.

 

Basic Aviation Training Device (BATD)—provides an adequate training platform for both procedural and operational performance Tasks specific to instrument experience and the ground and flight training requirements for the Private Pilot Certificate and Instrument Rating per 14 CFR parts 61 and 141.

Advanced Aviation Training Device (AATD)—provides an adequate training platform for both procedural and operational performance Tasks specific to the ground and flight training requirements for the Private Pilot Certificate, Instrument Rating Certificate, Commercial Pilot Certificate, Airline Transport Pilot Certificate, and Flight Instructor Certificate per 14 CFR parts 61 and 141. It also provides an adequate platform for Tasks required for instrument experience and the instrument proficiency check.

Note: ATDs cannot be used for practical tests, aircraft type specific training, or for an aircraft type rating; therefore the use of an ATD for the private pilot airplane practical test is not permitted.

 

Credit for Time in an FSTD

14 CFR part 61, section 61.109 specifies the minimum aeronautical experience requirements for a person applying for a Private Pilot Certificate. Paragraphs (a) and (b) specify the time requirements for a Private Pilot Certificate in a single-engine airplane and a multiengine airplane, respectively3. These paragraphs include specific experience requirements that must be completed in an airplane. Paragraph (k) of this section specifies

the amount of credit a pilot can take for time in an FFS or FTD. For those that received training in programs outside of 14 CFR part 142, section 61.109(k)(1)4 applies. For those pilots that received training through a 14 CFR part 142 program, section 61.109(k)(2) applies.

 

Credit for Time in an ATD

14 CFR part 61, section 61.109 specifies the minimum aeronautical experience requirements for a person applying for a private pilot certificate Paragraphs (a) and (b) specify the time requirements for a private pilot certificate in a single-engine airplane and a multiengine airplane, respectively5. These paragraphs include specific experience requirements that must be completed in an airplane. Paragraph (k) of this section specifies the

amount of credit a pilot can take towards the private pilot certificate aeronautical experience requirements.

In order to credit the time, the ATD must be FAA-approved and the time must be provided by an authorized instructor. AC 61-136A, states the LOA for each approved ATD will indicate the credit allowances for pilot training and experience, as provided under 14 CFR parts 61 and 141. Time with an instructor in a BATD and an AATD may be credited towards the aeronautical experience requirements for the private pilot certificate as specified in the LOA for the device used. It is recommended that applicants who intend to take credit for time in a BATD or an AATD towards the aeronautical experience requirements for the private pilot certificate obtain a copy of the LOA for each device used so they have a record for how much credit may be taken. For additional information on the logging of ATD time reference AC 61-136A.

 

3 The minimum aeronautical experience requirements may be further reduced as permitted in 14 CFR part 61, section 61.109(k)(3).

4 As part of program approval, 14 CFR part 141 training providers must also adhere to the requirements for permitted time in an FFS or FTD per Appendix B to 14 CFR part 141.

 

5 The minimum aeronautical experience requirements may be further reduced as permitted in 14 CFR part 61, section 61.109(k)(3).

Use of an FSTD on a Practical Test

14 CFR part 61, section 61.45 specifies the required aircraft and equipment that must be provided for a practical test unless permitted to use an FFS or FTD for the flight portion. 14 CFR part, section 61.64 provides the criteria for using an FSTD for a practical test. Specifically, paragraph (a) states –

If an applicant for a certificate or rating uses a flight simulator or flight training device for training or any portion of the practical test, the flight simulator and flight training device—

 

1.      Must represent the category, class, and type (if a type rating is applicable) for the rating sought; and

2.      Must be qualified and approved by the Administrator and used in accordance with an approved course of training under 14 CFR part 141 or part 142 of this chapter; or under 14 CFR part 121 or part 135 of this chapter, provided the applicant is a pilot employee of that air carrier operator.

 

Therefore, practical tests or portions thereof, when accomplished in an FSTD, may only be conducted by FAA aviation safety inspectors (ASI), aircrew program designees (APD) authorized to conduct such tests in FSTDs in 14 CFR parts 121 or 135, qualified personnel and designees authorized to conduct such tests in FSTDs for 14 CFR part 141 pilot school graduates, or appropriately authorized 14 CFR part 142 Training Center Evaluators (TCE).

In addition, 14 CFR part, 61 section 61.64(b) states if an airplane is not used during the practical test for a type rating for a turbojet airplane (except for preflight inspection), an applicant must accomplish the entire practical test in a Level C or higher FFS and the applicant must meet the specific experience criteria listed. If the experience criteria cannot be met, the applicant can either—

(f)(1) […] complete the following Tasks on the practical test in an aircraft appropriate to category, class, and type for the rating sought: Preflight inspection, normal takeoff, normal instrument landing system approach, missed approach, and normal landing; or

(f)(2) The applicant's pilot certificate will be issued with a limitation that states: “The [name of the additional type rating] is subject to pilot-in-command limitations,” and the applicant is restricted from serving as pilot-in-command in an aircraft of that type.

When flight Tasks are accomplished in an airplane, certain Task elements may be accomplished through “simulated” actions in the interest of safety and practicality. However, when accomplished in an FFS or FTD, these same actions would not be “simulated.” For example, when in an airplane, 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, and simulating the disconnection of associated electrical, hydraulic, and pneumatics systems. However, when the same emergency condition is addressed in an FSTD, all Task elements must be accomplished as would be expected under actual circumstances.

 

Similarly, safety of flight precautions taken in the airplane 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 an FSTD is used. It is important to understand that, whether accomplished in an airplane or FSTD, all Tasks and elements for each maneuver or procedure must have the same performance standards applied equally for determination of overall satisfactory performance.

Appendix 9: References

 

This ACS is based on the following 14 CFR parts, FAA guidance documents, manufacturer’s publications, and other documents.

 

Reference

Title

14 CFR part 39

Airworthiness Directives

14 CFR part 43

Maintenance, Preventive Maintenance, Rebuilding and Alteration

14 CFR part 61

Certification: Pilots, Flight Instructors, and Ground Instructors

14 CFR part 68

Requirements for Operating Certain Small Aircraft Without a Medical Certificate

14 CFR part 71

Designation of Class A, B, C, D and E Airspace Areas; Air Traffic Service Routes; and Reporting Points

14 CFR part 91

General Operating and Flight Rules

14 CFR part 93

Special Air Traffic 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 61-67

Stall and Spin Awareness Training

AC 91-73

Parts 91 and 135 Single Pilot, Flight School Procedures During Taxi Operations

AC 91.21-1

Use of Portable Electronic Devices Aboard Aircraft

AIM

Aeronautical Information Manual

FAA-H-8083-1

Aircraft Weight and Balance Handbook

FAA-H-8083-2

Risk Management Handbook

FAA-H-8083-3

Airplane Flying Handbook

FAA-H-8083-6

Advanced Avionics Handbook

FAA-H-8083-15

Instrument Flying Handbook

FAA-H-8083-23

Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook

FAA-H-8083-25

Pilot’s Handbook of Aeronautical Knowledge

FAA-P-8740-66

Flying Light Twins Safely Pamphlet

POH/AFM

Pilot’s Operating Handbook/FAA-Approved Airplane Flight Manual

Other

Chart Supplements

Navigation Charts

Navigation Equipment Manual

USCG Navigation Rules, International-Inland

NOTAMs

 

 

Note: Users should reference the current edition of the reference documents listed above. The current edition of all FAA publications can be found at www.faa.gov.

Appendix 10: Abbreviations and Acronyms

 

The following abbreviations and acronyms are used in the ACS.

 

Abb./Acronym

Definition

14 CFR

Title 14 of the Code of Federal Regulations

AATD

Advanced Aviation Training Device

AC

Advisory Circular

ACS

Airman Certification Standards

AD

Airworthiness Directive

ADF

Automatic Direction Finder

ADM

Aeronautical Decision-Making

AELS

Aviation English Language Standard

AFM

Airplane Flight Manual

AFS

Flight Standards Service

AGL

Above Ground Level

AIM

Aeronautical Information Manual

AKTR

Airman Knowledge Test Report

ALD

Alternative Lighting Devices

AMEL

Airplane Multiengine Land

AMES

Airplane Multiengine Sea

AOA

Angle of Attack

AOO

Area of Operation

APD

Aircrew Program Designee

ASEL

Airplane Single-Engine Land

ASES

Airplane Single-Engine Sea

ASI

Aviation Safety Inspector

ATC

Air Traffic Control

ATD

Aviation Training Device

ATP

Airline Transport Pilot

BATD

Basic Aviation Training Device

CDI

Course Deviation Indicator

CFIT

Controlled Flight Into Terrain

CFR

Code of Federal Regulations

CG

Center of Gravity

CP

Completion Phase

CRM

Crew Resource Management

CTP

Certification Training Program

DA

Decision Altitude

DH

Decision Height

DME

Distance Measuring Equipment

DP

Departure Procedures

Abb./Acronym

Definition

DPE

Designated Pilot Examiner

ELT

Emergency Locator Transmitter

FAA

Federal Aviation Administration

FADEC

Full Authority Digital Engine Control

FFS

Full Flight Simulator

FMS

Flight Management System

FSB

Flight Standardization Board

FSDO

Flight Standards District Office

FSTD

Flight Simulation Training Device

FTD

Flight Training Device

GBAS

Ground Based Augmentation System

GBAS GLS

Ground Based Augmentation Landing System

GNSS

Global Navigation Satellite System

GPS

Global Positioning System

HAT

Height Above Threshold (Touchdown)

HSI

Horizontal Situation Indicator

IA

Inspection Authorization

IAP

Instrument Approach Procedure

IFO

International Field Office

IFR

Instrument Flight Rules

IFU

International Field Unit

ILS

Instrument Landing System

IMC

Instrument Meteorological Conditions

IPC

Instrument Rating – Airplane Canadian Conversion

IPC

Instrument Proficiency Check

IR

Instrument Rating

IRA

Instrument Rating – Airplane

KOEL

Kinds of Operation Equipment List

LAHSO

Land and Hold Short Operations

LDA

Localizer-Type Directional Aid

LOA

Letter of Authorization

LOC

ILS Localizer

LPV

Localizer Performance with Vertical Guidance

LSC

Learning Statement Codes

MAP

Missed Approach Point

MDA

Minimum Descent Altitude

MEL

Minimum Equipment List

MFD

Multi-functional Displays

NAS

National Airspace System

NOD

Notice of Disapproval

NOTAMs

Notices to Airmen

 

Abb./Acronym

Definition

NSP

National Simulator Program

NTSB

National Transportation Safety Board

PA

Private Airplane

PAR

Private Pilot Airplane

PAT

Private Pilot Airplane/Recreational Pilot – Transition

PCP

Private Pilot Canadian Conversion

PFD

Primary Flight Display

PIC

Pilot-in-Command

POA

Plan of Action

POH

Pilot’s Operating Handbook

PTS

Practical Test Standards

QPS

Qualification Performance Standard

RAIM

Receiver Autonomous Integrity Monitoring

RMP

Risk Management Process

RNAV

Area Navigation

RNP

Required Navigation Performance

SAE

Specialty Aircraft Examiner

SFRA

Special Flight Rules Area

SMS

Safety Management System

SOP

Standard Operating Procedures

SRM

Single-Pilot Resource Management

SRM

Safety Risk Management

STAR

Standard Terminal Arrival

SUA

Special Use Airspace

TAEA

Track Advisory Environmental Assessment

TAF

Terminal Forecast

TAS

True Airspeed

TCE

Training Center Evaluator

TCH

Threshold Crossing Height

TEM

Threat and Error Management

TFR

Temporary Flight Restrictions

UTC

Coordinated Universal Time

VA

Maneuvering speed

VDP

Visual Descent Point

VFE

Maximum flap extended speed

VFR

Visual Flight Rules

VLE

Landing Gear Expanding Speed

VMC

Visual Meteorological Conditions

VMC

Minimum Control Speed with the Critical Engine Inoperative

VNE

Never exceed speed

VOR

Very High Frequency Omnidirectional Range

 

Abb./Acronym

Definition

Vs

Stall Speed

VX

Best Angle of Climb Speed

VY

Best Rate of Climb Speed

VSSE

Safe, intentional one-engine-inoperative speed. Originally known as safe single-engine speed

VXSE

Best angle of climb speed with one engine inoperative

VYSE

Best rate of climb speed with one engine inoperative

VSO

Stalling Speed or the Minimum Steady Flight Speed in the Landing Configuration