Department of Transportation

Federal Aviation 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 CertificationStandardsConcept 1

Usingthe 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 V_MC (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. V_MC 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(1^stclass 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.). AIM—Fitness for Flight 8-1-1 Other medical conditions may be temporarily disqualifying, such as acute infections, anemia, and peptic ulcer. AIM – Fitness for Flight 8-1-1 CAUTION− The CFRs prohibit a pilot who possesses a current medical certificate from performing crewmember duties while the pilot has a known medical condition or increase of a known medical condition that would make the pilot unable to meet the standards for the medical certificate. AIM 2. The CFRs prohibit pilots from performing crewmember duties while using any medication that affects the faculties in any way contrary to safety. The safest rule is not to fly as a crewmember while taking any medication, unless approved to do so by the FAA.
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., (Pilot certificate(s)) (2) Official Photo ID, (Officially issued by government/government contractor) (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:
PA.I.B.K1	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] return arrow Back to Top §21.177 Amendment or modification. An airworthiness certificate may be amended or modified only upon application to the FAA. return arrow Back to Top §21.179 Transferability. An airworthiness certificate is transferred with the aircraft. return arrow Back to Top §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] return arrow Back to Top §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] return arrow Back to Top §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. return arrow Back to Top §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] return arrow Back to Top §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] return arrow Back to Top §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. return arrow Back to Top §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) return arrow Back to Top §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)(and 250 knot speed restriction eliminated), 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 VFR Sectional MEF(big numbers in various sections of chart) 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 Text NOTAM by Flight Path 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 (Airspace classes, SUA, 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 Classes I plan to fly? FAASafety.gov AirSpace Reference Card (PDF) Link FAASafety.gov AirSpace RefCard (backup link)PDF Use the Sectional Chart Legend as a Quick Checklist for Airspace along your flight (Are any of these going to occur along my planned or alternate route of flight?) AirSpace Classes Sectional Chart Legend: SUA Sectional Chart Legend National Security Areas 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. Example - National Security Area near Publeo, Co. and request to avoid flight at and below 3000' AGL. Air Defense Identification Zone Air Defense Identification Zone 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.  AirSpace Text Checklist--Detailed (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, ctc cntrllg agcy or lcl TRACON for Trffc Advsys) __ Prohibited (no fly zone) __ Restricted (req tfc advsys) __ TFR (no fly zone) __ Warning (request tfc advsys), aircraft allowed without permission, exists 3 nm from coast outward) __ NSA (Pilots are requested to voluntarily avoid flying through the depicted NSA) __ SFR/SFRA(FAR 93-Black box apt) Special Apt Traffic Area(spcl crs/instr req.) __ MOA (req tfc Advsys) __ MTRs (gray line) (req tfc Advsys fm tracon/ctr) __ Alert (req tfc Advsys) __ Controlled Firing Area (not charted)(should determine if going to fly thru one) __ ADIZ (DVFR, 2-way rdo, alt rptg trpdr) __ TRSA (treat as Class C/D apt) __ 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) Skyvector.com (displays TFRs and UAS airspace) SUA Lookup (FAA) (This Lookup finds other SUA in addition to TFRs such as MTRs. TFRs are included in the SUA search results as well) (FAA site) FAA Active SUA Map Link 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) FAASafety.gov Airspace online overview (excellent) FAASafety.gov Airspace Course Link (Airspace classes, SUA, TFRs, etc.)

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.

(Reference POH charts for V-speeds, white, green and yellow arcs, Wt/Bal, GPH, etc.)

PA.I.F.K2

Factors affecting performance to include:

PA.I.F.K2a

a. Atmospheric conditions

High, Hot, Humid (Density Altitude)

Turbulence

Extremes in temperature (very cold increases performance)

Winds

PA.I.F.K2b

b. Pilot technique

Leaning engine > 3000 ft for max engine power

Trim use to reduce fatigue on long flights

PA.I.F.K2c

c. Aircraft condition

Older plane/old engine may not produce max rated power

PA.I.F.K2d

d. Airport environment

Building/hanger location could cause turbulence during landing

Uneven heating of airport surface could cause turbulence in pttn

PA.I.F.K2e

e. Loading

Weight/Balance: Fwd CG(keeping nose up during ldg problem)Aft CG (stall recovery difficulty)

Overweight plane (unable to takeoff, or only takeoff into grnd effect but not climb out; if able to climb out, climb rate will be very slow)

Fuel empty plane (5 gal remaining) has more nose down tendency than full plane)

PA.I.F.K2f

f. Weight and balance

Weight/Balance: Fwd CG(keeping nose up during ldg problem)Aft CG (stall recovery difficulty)

Get Accurate weight from POH insert, from mechanic for accurate Wt/Bal

PA.I.F.K3

Aerodynamics.

Ensure to maintain Va if abrupt maneuvers are anticipated

Flaps increase drag and enable steeper decent w/o increasing airspeed

Fwd slip increases drag and descent rate

Coordinated flight (ball center) creates most aerodynamic/efficient flying

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.

2x check Wt/Bal (CG) and loading arrangement (rear baggage areas have max weights(1)=120lbs, (2)most rear=50lbs), Fuel burn (GPH), max speeds in certain conditions (full flaps-85k) so not to exceed load factors

PA.I.F.R2

Exceeding aircraft limitations

Overweight=no takeoff, or only in gnd efft, CG(fwd/aft)(controllability problems), exceeding Va during flight maneuvers (bend airplane structure), go too far (run out of gas resulting in a emergency ldg)

PA.I.F.R3

Possible differences between actual aircraft performance and published aircraft performance data.

POH perf data is for new aircraft, current aircraft may not produce as much power (at full pwr) now compared to when new, actual weather different from forecast, perf calc errors, piloting technique (leaning >3000, not using trim, flying uncoordinated) may reduce/increase diff btwn actual and published performance

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.

See Wt/Bal calcs

Category	Weight x	Arm =	Moment	TTLmmt/TTLwt=CG
Plane	1684.355	38.93	65572
PxFrnt	400	40	16000
PxRr	200	73	14600
Cgo1	20	95	1900
Cgo2	5	123	615
Fuel	147	48	7056
Total	2456.355		105,743	105,743 / 2456.355= 43.05 (CG)

(If weight within limits but CG out of limits:

Rearrange items in plane (or add weight) to get CG within limits)

Plane arm = 38.93

determine if the weight and balance remains within limits during all phases of flight (determine CG position after fuel burn)

CG moves fwd about 1 inch max in a 172R with 30 gal fuel burn

PA.I.F.S2

Demonstrate use of the appropriate aircraft manufacturer’s approved performance charts, tables and data.

V-speeds

Ldg/TO Dist Calcs

Climb performance (speed/fuel usage) (in IAS, time, Gal)

Cruise performance (TAS, GPH)

(see completed NavLog for X-Cntry frm SAC-CIC)

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 Ailerons, controls roll elevator, controls pitch rudder, controls yaw (centered ball on turn coordinator) Throttle (regulate air amt to engine) Mixture (regulate fuel amt to engine) Trim used to keep the plane in balance in flight and relieve control pressure (trim is considered a secondary flight control)
PA.I.G.K1b	b. Secondary flight controls Flaps (increase rate of descent w/o increasing airspeed) 10 deg. Of flps = lift, 20-30 deg. Of flps produce drag Trim keeps plane in balance and reduces control pressures during long flights and steep turns
PA.I.G.K1c	c. Powerplant and propeller IO-360-L2A Lycoming 4 cyl engine (air cooled) 75 inch 2-blade propeller
PA.I.G.K1d	d. Landing gear Main gear-spring steel with disc brakes From wheel hydraulic shock
PA.I.G.K1e	e. Fuel, oil, and hydraulic Fuel 100 LL, 56/53 (26.5 gal usable each side) gal usable, Fuel gauges are electrically powered FUEL SYSTEM The airplane fuel system (see Figure 7-6) consists of two vented integral fuel tanks (one tank in each wing), a three-position selector valve, auxiliary fuel pump, fuel shutoff valve, fuel strainer, engine driven fuel pump, fuel/air control unit, fuel distribution valve and fuel injection nozzles. FUEL DISTRIBUTION Fuel flows by gravity from the two wing tanks to a three-position selector valve, labeled BOTH, RIGHT and LEFT and on to the reservoir tank. From the reservoir tank fuel flows through the auxiliary fuel pump, past the fuel shutoff valve, through the fuel strainer to an engine driven fuel pump. From the engine driven fuel pump, fuel is delivered to the fuel/air control unit, where it is metered and directed to a fuel distribution valve (manifold) which distributes it to each cylinder. Fuel flow into each cylinder is continuous, and flow rate is determined by the amount of air passing through the fuel/air control unit. FUEL INDICATING Fuel quantity is measured by two float type fuel quantity transmitters (one in each tank) and indicated by an electrically operated fuel quantity indicator on the left side of the instrument panel. The gauges are marked in gallons of fuel. Anytime fuel in the tank drops below approximately 5 gallons (and remains below this level for more than 60 seconds), the amber LOW FUEL message will flash on the annunciator panel for approximately 10 seconds and then remain steady amber. Fuel pressure is measured by use of a transducer mounted near the fuel manifold. This transducer produces an electrical signal which is translated for the cockpit-mounted indicator in gallons-per hour. Oil Oil, 8 qts (req 6 qts for operation, never <5) Temp/Pressure gauge can operate without electrical power (just like the engine can operate w/o electrical pwr cause of magnetos) Oil Pressure Annunciator panel illuminates OIL PRESS when low oil pressure <20 psi occurs When oil pressure is below 20 PSI, the switch grounds and completes the annunciator circuit, illuminating the red OIL PRESS light. Oil temperature Oil temperature signals are generated from a resistance-type probe located in the engine accessory case. As oil temperature changes, the probe resistance changes. This resistance is translated into oil temperature readings on the cockpit indicator. Page 7-20, 172R POH Never lean using EGT when operating at more than 80% power. Hydraulic (front ldg gear) BRAKE SYSTEM The airplane has a single-disc, hydraulically actuated brake on each main landing gear wheel. Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the pilot's rudder pedals.
PA.I.G.K1f	f. Electrical ELECTRICAL SYSTEM The airplane is equipped with a 28-volt, direct current electrical system (Refer to Figure 7-7). The system is powered by a belt driven, 60-amp alternator and a 24-volt battery, located on the left forward side of the firewall. LOW VOLTAGE ANNUNCIATION The low voltage warning annunciator is incorporated in the annunciator panel and activates when voltage falls below 24.5 volts. If low voltage is detected, the red annunciation VOLTS will flash for approximately 10 seconds before illuminating steadily. The pilot cannot turn off the annunciator. In the event an overvoltage condition occurs, the alternator control unit automatically opens the ALT FLD circuit breaker, removing alternator field current and shutting off the alternator. The battery will then supply system current as shown by a discharge rate on the ammeter. Under these conditions, depending on electrical system load, the low voltage warning annunciator will illuminate when system voltage drops below normal. The alternator control unit may be reset by resetting the circuit breaker. If the low voltage warning annunciator extinguishes, normal alternator charging has resumed; however, if the annunciator illuminates again, a malfunction has occurred, and the flight should be terminated as soon as practical.
PA.I.G.K1g	g. Avionics Garmin 650 GPS(includes 1 Nav/Com radio), Lynx L3 ADS-B, 1 extra Comm Nav(VOR) radio, 1 ADF, intercom system and external microphone.
PA.I.G.K1h	h. Pitot-static, vacuum/pressure, and associated flight instruments Pitot/Static Airspeed indicator (pitot tube, static air driven) Altimeter (static air) Vertical Speed indicator (static air) (Know the indications with a blocked pitot tube, blocked static port), if static port is blocked, pull alt static knob inside plane to use alt static source If Pitot tube is blocked, what do the three instruments show? If the static source is blocked what do the instruments show? Blocked pitot tube (Airspeed indicator only) (speed up in climb, slow down on descents) A blocked pitot tube is a pitot-static problem that will only affect airspeed indicators.[5] A blocked pitot tube will cause the airspeed indicator to register an increase in airspeed when the aircraft climbs, even though actual airspeed is constant.(As long as the drain hole is also blocked, as the air pressure would otherwise leak out to the atmosphere) This is caused by the pressure in the pitot system remaining constant when the atmospheric pressure (and static pressure) are decreasing. In reverse, the airspeed indicator will show a decrease in airspeed when the aircraft descends. The pitot tube is susceptible to becoming clogged by ice, water, insects or some other obstruction.[5] For this reason, aviation regulatory agencies such as the U.S. Federal Aviation Administration (FAA) recommend that the pitot tube be checked for obstructions prior to any flight.[4] To prevent icing, many pitot tubes are equipped with a heating element. A heated pitot tube is required in all aircraft certificated for instrument flight except aircraft certificated as Experimental Amateur-Built.[5] Blocked static port(Airspeed, Vertical Speed, Altimeter) A blocked static port is a more serious situation because it affects all pitot-static instruments.[5] One of the most common causes of a blocked static port is airframe icing. A blocked static port will cause the altimeter to freeze at a constant value, the altitude at which the static port became blocked. The vertical speed indicator will become frozen at zero and will not change at all, even if vertical speed increases or decreases. The airspeed indicator will reverse the error that occurs with a clogged pitot tube and cause the airspeed to be read less than it actually is as the aircraft climbs. When the aircraft is descending, the airspeed will be over-reported. In most aircraft with unpressurized cabins, an alternative static source is available and can be selected from within the cockpit.[5] vacuum/pressure, and associated flight instruments Attitude indicator Heading Gyro (vacuum gauge shows status of 2 engine driven vacuum pumps) Turn Coordinator is electrically powered/inclinometer is a ball within kerosene (so it’ll work when pwr is out) An inclinometer contains a ball sealed inside a curved glass tube, which also contains a liquid to act as a damping medium.
PA.I.G.K1i	i. Environmental Air vents in front (4) Air vents for rear seats Door opens right side outside front of plane to provide ram air with pull-out of knob Heat provided by pull knob from shroud around exhaust pipe Windows can be opened up to 163knots
PA.I.G.K1j	j. Deicing and anti-icing Windshield defrost air is also supplied by two ducts leading from the cabin manifold to defroster outlets near the lower edge of the windshield. Two knobs control sliding valves in either defroster outlet to permit regulation of defroster airflow.
PA.I.G.K1k	k. Water rudders (ASES, AMES)
PA.I.G.K1l	l. Oxygen system 172R doesn’t have Oxygen system. Need to bring bottled oxygen for high alt. flt
PA.I.G.K2	Indications of system abnormalities or failures. See POH for symptoms of problems (in addition to annunciator lights and gauges out of proper operating range)
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. See POH for indications of failures (check annunciator panel, gauges and engine sounds)
PA.I.G.R2	Improper handling of a system failure. Follow POH checklist for system/equipment failures
PA.I.G.R3	Failure to monitor and manage automated systems. Monitor and correct compass heading when using autopilot
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. Oil Fuel system and gauges (fuel quantity and full pressure GPH flow rate gauge next to EGT gauge) Electrical Pitot / Static
PA.I.G.S2	Properly use appropriate checklists. POH checklists for normal and emergency processes Ch. 3 for Emergency Procedures/Amplified Emergency Procedures Ch. 4 Normal Procedures + Pre-flight Checklist and Engine starting

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 What is it? Lack of oxygen to the brain. Hypoxia is a state of oxygen deficiency in the body sufficient to impair functions of the brain and other organs. Hypoxia from exposure to altitude is due only to the reduced barometric pressures encountered at altitude, for the concentration of oxygen in the atmosphere remains about 21 percent from the ground out to space. symptoms, poor judgement, laughing, think doing great, but not(euphoria), blueness in fingernails (deep hypoxia> 15,000 ft) headache, drowsiness, dizziness and either a sense of well-being (euphoria) or belligerence occur. Although a deterioration in night vision occurs at a cabin pressure altitude as low as 5,000 feet, other significant effects of altitude hypoxia usually do not occur in the normal healthy pilot below 12,000 feet. From 12,000 to 15,000 feet of altitude, judgment, memory, alertness, coordination and ability to make calculations are impaired, and headache, drowsiness, dizziness and either a sense of well-being (euphoria) or belligerence occur. The effects appear following increasingly shorter periods of exposure to increasing altitude. In fact, pilot performance can seriously deteriorate within 15 minutes at 15,000 feet. recognition, sense of well-being (euphoria) or belligerence, blue fingernails (with advanced hypoxia >15,000 ft alt.), can’t perform simple calculations (D=rt) At cabin pressure altitudes above 15,000 feet, the periphery of the visual field grays out to a point where only central vision remains (tunnel vision). However, The effects of hypoxia are usually quite difficult to recognize, especially when they occur gradually. Since symptoms of hypoxia do not vary in an individual, the ability to recognize hypoxia can be greatly improved by experiencing and witnessing the effects of hypoxia during an altitude chamber “flight.” The FAA provides this opportunity through aviation physiology training, which is conducted at the FAA Civil Aeromedical Institute causes, being at too high an altitude without supplemental oxygen Extreme heat and cold, fever, and anxiety increase the body’s demand for oxygen, and hence its susceptibility to hypoxia. effects, judgment, memory, alertness, coordination and ability to make calculations are impaired corrective actions Descend and/or use supplemental oxygen AIM 8-1-3 Hypoxia is prevented by heeding factors that reduce tolerance to altitude, by enriching the inspired air with oxygen from an appropriate oxygen system, and by maintaining a comfortable, safe cabin pressure altitude. For optimum protection, pilots are encouraged to use supplemental oxygen above 10,000 feet during the day, and above 5,000 feet at night. The CFRs require that at the minimum, flight crew be provided with and use supplemental oxygen after 30 minutes of exposure to cabin pressure altitudes between 12,500 and 14,000 feet and immediately on exposure to cabin pressure altitudes above 14,000 feet. Every occupant of the aircraft must be provided with supplemental oxygen at cabin pressure altitudes above 15,000 feet. AIM 12/10/15 8−1−4 Fitness for Flight
PA.I.H.K1b	b. Hyperventilation What is it? abnormal increase in the volume of air breathed in and out of the lungs, can occur subconsciously when a stressful situation is encountered in flight. Hyperventilation “blows off” excessive carbon dioxide from the body, symptoms, lightheadedness, suffocation, drowsiness, tingling in the extremities, •Feeling lightheaded, dizzy, weak, or not able to think straight •Feeling as if you can't catch your breath •Chest pain or fast and pounding heartbeat •Belching or bloating •Dry mouth •Muscle spasms in the hands and feet •Numbness and tingling in the arms or around the mouth •Problems sleeping As hyperventilation “blows off” excessive carbon dioxide from the body, a pilot can experience symptoms of lightheadedness, suffocation, drowsiness, tingling in the extremities, and coolness and react to them with even greater hyperventilation. Incapacitation can eventually result from incoordination, disorientation, and painful muscle spasms. Finally, unconsciousness can occur. recognition, Early symptoms of hyperventilation and hypoxia are similar. lightheadedness, suffocation, drowsiness, tingling in the extremities, causes, stressful situation effects, and Incapacitation can eventually result from incoordination, disorientation, and painful muscle spasms. Finally, unconsciousness can occur. corrective actions slow the rate and depth of breathing. The buildup of carbon dioxide in the body can be hastened by controlled breathing in and out of a paper bag held over the nose and mouth. Hyperventilation and hypoxia can occur at the same time. Therefore, if a pilot is using an oxygen system when symptoms are experienced, the oxygen regulator should immediately be set to deliver 100 percent oxygen, and then the system checked to assure that it has been functioning effectively before giving attention to rate and depth of breathing.
PA.I.H.K1c	c. Middle ear and sinus problems What is it? Ear and sinus passages blocked by cold/flu congestion leading to pain, hearing loss As pressure differences between body and outside cannot be equalized. Pressure differences can lead to pain and hearing loss., headache Sinus block (because pressure cannot equalize) leads to pain over eyebrows and cheeks. symptoms, pain, hearing loss, headache recognition, causes, cold/flu/allergy blocks normal ear tube function leading to ear pain/loss of hearing effects, and corrective actions Don’t fly until completely congestion free. Taking drugs may clear some congestion in sinuses and ears but not adequately enough to prevent ear block or sinus problems that occur in flight. Decongestant meds may cause tiredness, and lead to impaired performance.(decrease in motor/brain function)
PA.I.H.K1d	d. Spatial disorientation Spatial disorientation specifically refers to the lack of orientation with regard to the position, attitude, or movement of the airplane in space. Under normal flight conditions, when there is a visual reference to the horizon and ground, the sensory system in the inner ear helps to identify the pitch, roll, and yaw movements of the aircraft. When visual contact with the horizon is lost, the vestibular system becomes unreliable. Without visual references outside the aircraft, there are many situations in which combinations of normal motions and forces create convincing illusions that are difficult to overcome. The vestibular system in the inner ear allows the pilot to sense movement and determine orientation in the surrounding environment. In both the left and right inner ear, three semicircular canals are positioned at approximate right angles to each other. [Figure 17-3] Each canal is filled with fluid and has a section full of fine hairs. Acceleration of the inner ear in any direction causes the tiny hairs to deflect, which in turn stimulates nerve impulses, sending messages to the brain. The vestibular nerve transmits the impulses from the utricle(horiz), saccule(vertical), and semicircular canals(activated when in motion 3 d, roll, pitch, yaw) to the brain to interpret motion. Utricle detects horizontal acceleration and determines the orientation of the head and the organ is oriented horizontally, the CaCO3 crystal/rocks on top of nerve-connected cilia resist movement by attempting to stay in same spot (inertia) before gravity/stronger forces force the CaCO3 to move) ( looks like ___ ) Saccule detects vertical acceleration. CaCO3 resist movement unless overcome by greater forces) The saccule, like the utricle, provides information to the brain about head position when it is not moving. They also detect acceleration/deceleration. Located near the semicircular canals are the utricle and the saccule. The ends of the semicircular canals connect with the utricle, and the utricle connects with the saccule. The semicircular canals provide information about movement of the head. The sensory hair cells of the utricle and saccule provide information to the brain about head position when it is not moving. The utricle is sensitive to change in horizontal movement. The saccule is sensitive to the change in vertical acceleration (such as going up in an elevator). symptoms, feeling of being in an orientation that doesn’t match what is actually happening (what is displayed by instruments) (like thinking you are in level flight when in fact are turning) or you are going straight up or straight down (causing you to put the plane into a fatal dive or stall if the disorientation/illusion is not recognized) recognition, Have a positional feeling that is different than presented by instruments, but REFRAIN from taking action because we understand that the body senses are incorrect in this situation and we need to rely on the instruments (because these senses were only designed to function on land.) causes, conflicts in human position, orientation, balance system (visual, somatosensory, vestibular system) and what airplane instruments are showing. When visual contact with the horizon is lost, the vestibular system becomes unreliable. Without visual references outside the aircraft, there are many situations in which combinations of normal motions and forces create convincing illusions that are difficult to overcome. effects, and altered flight attitude (stall, dive, spin, spiral), crash In most of these spatial disorienting scenarios/illusions The disoriented pilot may maneuver the aircraft into a dangerous attitude in an attempt to correct the aircraft’s perceived attitude. Types of Spatial Disorientation Leans (vestibular cannot detect turn rate of <2 degrees/sec or lower) Coriolis (plane perceived to be in an entirely different position because of head mvt) AIM version Coriolis illusion. An abrupt head movement in a prolonged constant-rate turn that has ceased stimulating the motion sensing system can create the illusion of rotation or movement in an entirely different axis. The disoriented pilot will maneuver the aircraft into a dangerous attitude in an attempt to stop rotation. This most overwhelming of all illusions in flight may be prevented by not making sudden, extreme head movements, particularly while making prolonged constant-rate turns under IFR conditions. Graveyard spiral Somatogravic Illusion (think in nose-high attitude on takeoff, put in dive an crash, or nose low if rapidly decelerate) Inversion Illusion (abruptly chg fm climb to lvl flt, gives falling backwards illusion,(frm stimulating otolith organ (utricule/saccule)(otoconia CaCO3 rocks slide backward abruptly before moving forward, both utricule/saccule CaCO3 slide backward) causing pilot to put plane in dive if not recognized as illusion) Elevator Illusion(abrupt vertical acceleration, updraft, stimulates saccule to think pilot is in a climb, if believed, pilot puts plane in a dive to correct) Visual Illusions Visual illusions are especially hazardous because pilots rely on their eyes for correct information. Two illusions that lead to spatial disorientation, false horizon and autokinesis, affect the visual system only. False Horizon A sloping cloud formation, an obscured horizon, an aurora borealis, a dark scene spread with ground lights and stars, and certain geometric patterns of ground lights can provide inaccurate visual information, or “false horizon,” when attempting to align the aircraft with the actual horizon. The disoriented pilots as a result may place the aircraft in a dangerous attitude. Autokinesis When flying in the dark, a stationary light may appear to move if it is stared at for a prolonged period of time. As a result, a pilot may attempt to align the aircraft with the perceived moving light potentially causing him/her to lose control of the aircraft. This illusion is known as “autokinesis.” corrective actions prevent getting into situation that could lead loss of visual contact with the horizon resulting in disorientation like IMC or flying at night with no illuminated horizon. Prevention is usually the best remedy for spatial disorientation. Unless a pilot has many hours of training in instrument flight, flight should be avoided in reduced visibility or at night when the horizon is not visible. A pilot can reduce susceptibility to disorienting illusions through training and awareness and learning to rely totally on flight instruments. Coping with Spatial Disorientation (PHAK) To prevent illusions and their potentially disastrous consequences, pilots can: 1. Understand the causes of these illusions and remain constantly alert for them. Take the opportunity to experience spatial disorientation illusions in a device, such as a Barany chair, a Vertigon, or a Virtual Reality Spatial Disorientation Demonstrator. 2. Always obtain and understand preflight weather briefings. 3. Before flying in marginal visibility (less than 3 miles) or where a visible horizon is not evident, such as flight over open water during the night, obtain training and maintain proficiency in aircraft control by reference to instruments. 4. Do not fly into adverse weather conditions or into dusk or darkness unless proficient in the use of flight instruments. If intending to fly at night, maintain 17-9 night-flight currency and proficiency. Include cross-country and local operations at various airfields. 5. Ensure that when outside visual references are used, they are reliable, fixed points on the Earth’s surface. 6. Avoid sudden head movement, particularly during takeoffs, turns, and approaches to landing. 7. Be physically tuned for flight into reduced visibility. Ensure proper rest, adequate diet, and, if flying at night, allow for night adaptation. Remember that illness, medication, alcohol, fatigue, sleep loss, and mild hypoxia are likely to increase susceptibility to spatial disorientation. 8. Most importantly, become proficient in the use of flight instruments and rely upon them. Trust the instruments and disregard your sensory perceptions. The sensations that lead to illusions during instrument flight conditions are normal perceptions experienced by pilots. These undesirable sensations cannot be completely prevented, but through training and awareness, pilots can ignore or suppress them by developing absolute reliance on the flight instruments. As pilots gain proficiency in instrument flying, they become less susceptible to these illusions and their effects. AIM 8-1-5 b. Illusions Leading to Spatial Disorientation. 1. Various complex motions and forces and certain visual scenes encountered in flight can create illusions of motion and position.Spatial disorientation from these illusions can be prevented only by visual reference to reliable, fixed points on the ground or to flight instruments.
PA.I.H.K1e	e. Motion sickness (not in AIM) in PHAK Motion sickness, or airsickness, is caused by the brain receiving conflicting messages about the state of the body. symptoms, general discomfort, nausea, dizziness, paleness, sweating, and vomiting. recognition, causes, Anxiety and stress, which may be experienced at the beginning of flight training, can contribute to motion sickness. effects, and corrective actions If symptoms of motion sickness are experienced during a lesson, opening fresh air vents, focusing on objects outside the airplane, and avoiding unnecessary head movements may help alleviate some of the discomfort. Although medications like Meds for motion sickness cause tiredness and impair function Dramamine can prevent airsickness in passengers, they are not recommended while flying since they can cause drowsiness and other problems.
PA.I.H.K1f	f. Carbon monoxide poisoning What is it? Carbon monoxide is a colorless, odorless, and tasteless gas contained in exhaust fumes. When breathed even in minute quantities over a period of time, it can significantly reduce the ability of the blood to carry oxygen. Consequently, effects of hypoxia occur. symptoms, red fingernails, headache, drowsiness, or dizziness recognition, headache, drowsiness, or dizziness, smell of engine exhaust in cabin causes, Most heaters in light aircraft work by air flowing over the manifold. Use of these heaters while exhaust fumes are escaping through manifold cracks and seals is responsible every year for several nonfatal and fatal aircraft accidents from carbon monoxide poisoning. effects, and CO poisoning should be similar to hypoxia: judgment, memory, alertness, coordination and ability to make calculations are impaired corrective actions A pilot who detects the odor of exhaust or experiences symptoms of headache, drowsiness, or dizziness while using the heater should suspect carbon monoxide poisoning, and immediately shut off the heater and open air vents. If symptoms are severe or continue after landing, medical treatment should be sought.
PA.I.H.K1g	g. Stress and fatigue What is fatigue? acute fatigue is the tiredness felt after long periods of physical and mental strain, including strenuous muscular effort, immobility, heavy mental workload, strong emotional pressure, monotony, and lack of sleep. Chronic fatigue occurs when there is not enough time for full recovery between episodes of acute fatigue. symptoms, feel tired, recognition, errors made, coordination/alertness reduced, judgement impaired causes, lack of rest, physical/emotional strain and/or overwork effects, and coordination and alertness reduced Performance continues to fall off, and judgment becomes impaired so that unwarranted risks may be taken. corrective actions Acute fatigue is prevented by adequate rest and sleep, as well as by regular exercise and proper nutrition. Recovery from chronic fatigue requires a prolonged period of rest. Fatigue reduces brain function/motor function contrary to safe flight. impair judgment, memory, alertness, and the ability to make calculations. Common statement in Fitness for Flight AIM section (when presenting each category) (Condition Name can).impair judgment, memory, alertness, coordination, vision, and the ability to make calculations. OBSTRUCTIVE SLEEP APNEA (OSA). Can prevent proper rest and result in fatigue related impairments. Stress AIM (Full text about Stress—this is it ) 8-1-2 1. Stress from the pressures of everyday living can impair pilot performance, often in very subtle ways. Difficulties, particularly at work, can occupy thought processes enough to markedly decrease alertness. Distraction can so interfere with judgment that unwarranted risks are taken, such as flying into deteriorating weather conditions to keep on schedule. Stress and fatigue (see above) can be an extremely hazardous combination. 2. Most pilots do not leave stress “on the ground.” Therefore, when more than usual difficulties are being experienced, a pilot should consider delaying flight until these difficulties are satisfactorily resolved. Emotion AIM (Full txt abt Emotion—this is it) 8-1-2 Certain emotionally upsetting events, including a serious argument, death of a family member, separation or divorce, loss of job, and financial catastrophe, can render a pilot unable to fly an aircraft safely. The emotions of anger, depression, and anxiety from such events not only decrease alertness but also may lead to taking risks (impair decision-making and judgement) that border on self-destruction. Any pilot who experiences an emotionally upsetting event should not fly until satisfactorily recovered from it.
PA.I.H.K1h	h. Dehydration and nutrition (not in AIM) (PHAK) symptoms, headache, fatigue, cramps, sleepiness, and dizziness. fatigue progresses to dizziness, weakness, nausea, tingling of hands and feet, abdominal cramps, and extreme thirst. Heatstroke recognition, causes, Flying for long periods in hot summer temperatures or at high altitudes increases the susceptibility to dehydration because these conditions tend to increase the rate of water loss from the body. effects, and impair physical and mental function corrective actions To help prevent dehydration, drink two to four quarts of water every 24 hours. Since each person is physiologically different, this is only a guide. Most people are aware of the eight-glasses-a-day guide: If each glass of water is eight ounces, this equates to 64 ounces, which is two quarts. If this fluid is not replaced, fatigue progresses to dizziness, weakness, nausea, tingling of hands and feet, abdominal cramps, and extreme thirst. The thirst mechanism can be shut off with just a small sip of water (push more down to prevent dehydration) Other steps to prevent dehydration include: • Carrying a container in order to measure daily water intake. • Staying ahead—not relying on the thirst sensation as an alarm. If plain water is not preferred, add some sport drink flavoring to make it more acceptable. • Limiting daily intake of caffeine and alcohol (both are diuretics and stimulate increased production of urine). Heatstroke is a condition caused by any inability of the body to control its temperature. Onset of this condition may be recognized by the symptoms of dehydration, but also has been known to be recognized only upon complete collapse. 17-14 To prevent these symptoms, it is recommended that an ample supply of water be carried and used at frequent intervals on any long flight, whether thirsty or not. The body normally absorbs water at a rate of 1.2 to 1.5 quarts per hour. Individuals should drink one quart per hour for severe heat stress conditions or one pint per hour for moderate stress conditions. Nutrition (need Vit. A for night vision, blood sugar up for attention maintenance) Lack of Nutrition is not addressed in the AIM, small paragraph in PHAK. But lack of nutrition will impair cause tiredness and impair motor skills and decision-making, judgement) Hypoglycemia and Nutritional Deficiency Missing or postponing meals can cause low blood sugar, which impairs night flight performance. Low blood sugar levels may result in stomach contractions, distraction, breakdown in habit pattern, and a shortened attention span. Likewise, an insufficient consumption of vitamin A may also impair night vision. Foods high in vitamin A include eggs, butter, cheese, liver, apricots, peaches, carrots, squash, spinach, peas, and most types of greens. High quantities of vitamin A do not increase night vision but a lack of vitamin A certainly impairs it.
PA.I.H.K1i	i. Hypothermia (not in AIM, not in PHAK) Hypothermia is (excessive cold to cause impairment of mental/physical function) It is often defined as any body temperature below 35.0 °C (95.0 °F).^[8] With this method it is divided into degrees of severity based on the core temperature.^[8] symptoms, (extreme cold body temp), shivering, fast heart-rate, fast breathing rate (mild case) (moderate) confusion (mental function), motor skills impaired, lips, fingers, ears, toes become blue, (severe) motor functions severely impaired, difficultly walking and talking, inability to use hands, pulse rate, heart rate/breathing rate decrease, mental functions impaired (judgment/decision-making) decreased), organ shutdown, death. recognition, causes, effects, and impair motor/mental skills corrective actions need to warm up body turn/pull knob for airplane heater / descend
PA.I.H.K1j	j. Optical illusions Perceiving terrain/features not how they really are because of the way terrain is oriented or shaped. Many of these illusions are associated with perceiving as being too High/Low, too Far/Near than actually are. Many of these illusions occur during landing. Some illusions misperceive horizon location because of clouds or lights. Runway lighting systems can distort the beginning of the actual runway. symptoms, perceive terrain incorrectly Examples Runway Width Illusion (narrow/ fly too low, wide/fly too high) Runway and Terrain Slopes Illusion (downslope/fly too high, upslope/fly too low) Featureless Terrain Illusion (fly too low) Water Refraction (water on window cause fly too low) Haze(things seem farther away/higher so fly lower) Atmospheric haze can create an illusion of being at a greater distance and height from the runway. As a result, the pilot has a tendency to be low on the approach.)/Clear (illusion of being too close or too low, things seem closer/lower so fly high) Fog Flying into fog can create an illusion of pitching up. Pilots who do not recognize this illusion often steepen the approach abruptly. recognition, causes, effects, and corrective actions How To Prevent Landing Errors Due to Optical Illusions To prevent these illusions and their potentially hazardous consequences, pilots can: 1. Anticipate the possibility of visual illusions during approaches to unfamiliar airports, particularly at night or in adverse weather conditions. Consult airport diagrams and the Chart Supplement U.S. (formerly 4. Use Visual Approach Slope Indicator (VASI) or Airport/Facility Directory) for information on runway Precision Approach Path Indicator (PAPI) systems slope, terrain, and lighting. for a visual reference, or an electronic glideslope, 2. Make frequent reference to the altimeter, especially whenever they are available. during all approaches, day and night. 5. Utilize the visual descent point (VDP) found on many 3. If possible, conduct an aerial visual inspection of Non-precision instrument approach procedure charts. unfamiliar airports before landing. 6. Recognize that the chances of being involved in an approach accident increase when an emergency or other activity distracts from usual procedures. 7. Maintain optimum proficiency in landing procedures. In addition to the sensory illusions due to misleading inputs to the vestibular system, a pilot may also encounter various visual illusions during flight. Illusions rank among the most common factors cited as contributing to fatal aviation accidents. Sloping cloud formations, an obscured horizon, a dark scene spread with ground lights and stars, and certain geometric patterns of ground light can create illusions of not being aligned correctly with the actual horizon. Various surface features and atmospheric conditions encountered in landing can create illusions of being on the wrong approach path. Landing errors due to these illusions can be prevented by anticipating them during approaches, inspecting unfamiliar airports before landing, using electronic glideslope or VASI systems when available, and maintaining proficiency in landing procedures. AIM (good concise summary of illusions) 8-1-6 (April 2017) 3. Illusions Leading to Landing Errors. (a) Various surface features and atmospheric conditions encountered in landing can create illusions of incorrect height above and distance from the runway threshold. Landing errors from these illusions can be prevented by anticipating them during approaches, aerial visual inspection of unfamiliar airports before landing, using electronic glide slope or VASI systems when available, and maintaining optimum proficiency in landing procedures. (b) Runway width illusion. A narrowerthan- usual runway can create the illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach, with the risk of striking objects along the approach path or landing short. A wider-thanusual runway can have the opposite effect, with the risk of leveling out high and landing hard or overshooting the runway. (c) Runway and terrain slopes illusion. An upsloping runway, upsloping terrain, or both, can create the illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach. A downsloping runway, downsloping approach terrain, or both, can have the opposite effect. (d) Featureless terrain illusion. An absence of ground features, as when landing over water, darkened areas, and terrain made featureless by snow, can create the illusion that the aircraft is at a higher altitude than it actually is. The pilot who does not recognize this illusion will fly a lower approach. (e) Atmospheric illusions. Rain on the windscreen can create the illusion of greater height, and atmospheric haze the illusion of being at a greater distance from the runway. The pilot who does not recognize these illusions will fly a lower approach. Penetration of fog can create the illusion of pitching up. The pilot who does not recognize this illusion will steepen the approach, often quite abruptly. (f) Ground lighting illusions. Lights along a straight path, such as a road, and even lights on moving trains can be mistaken for runway and approach lights. Bright runway and approach lighting systems, especially where few lights illuminate the surrounding terrain, may create the illusion of less distance to the runway. The pilot who does not recognize this illusion will fly a higher approach. Conversely, the pilot overflying terrain which has few lights to provide height cues may make a lower than normal approach.
PA.I.H.K1k	k. Dissolved nitrogen in the bloodstream after scuba dives A pilot or passenger who intends to fly after scuba diving should allow the body sufficient time to rid itself of excess nitrogen absorbed during diving. If not, decompression sickness due to evolved gas can occur during exposure to low altitude and create a serious inflight emergency. symptoms, recognition, causes, effects, and corrective actions The recommended waiting time before going to flight altitudes of up to 8,000 feet is at least 12 hours after diving which has not required controlled ascent (nondecompression stop diving), and at least 24 hours after diving which has required controlled ascent (decompression stop diving). The waiting time before going to flight altitudes above 8,000 feet should be at least 24 hours after any SCUBA dive. These recommended altitudes are actual flight altitudes above mean sea level (AMSL) and not pressurized cabin altitudes. This takes into consideration the risk of decompression of the aircraft during flight.
PA.I.H.K2	Regulations regarding use of alcohol and drugs. 91.17 (flt prohibited if .04 or had alchl <=8hrs bfr flt), 91.19 (prhbtd fm crryng illgl drgs) AIM -8-1-2 The CFRs prohibit pilots from performing crewmember duties within 8 hours after drinking any alcoholic beverage or while under the influence of alcohol. However, due to the slow destruction of alcohol, a pilot may still be under influence 8 hours after drinking a moderate amount of alcohol. Therefore, an excellent rule is to allow at least 12 to 24 hours between “bottle and throttle,” depending on the amount of alcoholic beverage consumed. symptoms, recognition, causes, effects, and corrective actions §91.17 Alcohol or drugs. (14 CFR 91.17) (a) No person may act or attempt to act as a crewmember of a civil aircraft— (1) Within 8 hours after the consumption of any alcoholic beverage; (2) While under the influence of alcohol; (3) While using any drug that affects the person's faculties in any way contrary to safety; or (4) While having an alcohol concentration of 0.04 or greater in a blood or breath specimen. Alcohol concentration means grams of alcohol per deciliter of blood or grams of alcohol per 210 liters of breath. (b) Except in an emergency, no pilot of a civil aircraft may allow a person who appears to be intoxicated or who demonstrates by manner or physical indications that the individual is under the influence of drugs (except a medical patient under proper care) to be carried in that aircraft. (c) A crewmember shall do the following: (1) On request of a law enforcement officer, submit to a test to indicate the alcohol concentration in the blood or breath, when— (i) The law enforcement officer is authorized under State or local law to conduct the test or to have the test conducted; and (ii) The law enforcement officer is requesting submission to the test to investigate a suspected violation of State or local law governing the same or substantially similar conduct prohibited by paragraph (a)(1), (a)(2), or (a)(4) of this section. (2) Whenever the FAA has a reasonable basis to believe that a person may have violated paragraph (a)(1), (a)(2), or (a)(4) of this section, on request of the FAA, that person must furnish to the FAA the results, or authorize any clinic, hospital, or doctor, or other person to release to the FAA, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates an alcohol concentration in the blood or breath specimen. (d) Whenever the Administrator has a reasonable basis to believe that a person may have violated paragraph (a)(3) of this section, that person shall, upon request by the Administrator, furnish the Administrator, or authorize any clinic, hospital, doctor, or other person to release to the Administrator, the results of each test taken within 4 hours after acting or attempting to act as a crewmember that indicates the presence of any drugs in the body. (e) Any test information obtained by the Administrator under paragraph (c) or (d) of this section may be evaluated in determining a person's qualifications for any airman certificate or possible violations of this chapter and may be used as evidence in any legal proceeding under section 602, 609, or 901 of the Federal Aviation Act of 1958. [Doc. No. 18334, 54 FR 34292, Aug. 18, 1989, as amended by Amdt. 91-291, June 21, 2006] return arrow Back to Top §91.19 Carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances. (14 CFR 91.19) (a) Except as provided in paragraph (b) of this section, no person may operate a civil aircraft within the United States with knowledge that narcotic drugs, marihuana, and depressant or stimulant drugs or substances as defined in Federal or State statutes are carried in the aircraft. (b) Paragraph (a) of this section does not apply to any carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances authorized by or under any Federal or State statute or by any Federal or State agency.
PA.I.H.K3	Effects of alcohol, drugs, and over-the-counter medications. (they all impair your ability to conduct safe flight operations. The drugs cause impaired decision making, impaired judgement, impaired motor skills) Alcohol also renders a pilot much more susceptible to disorientation and hypoxia. Alcohol symptoms, slurred speech, slow motor reactions recognition, causes, effects, and (impaired motor skills and judgement) corrective actions Affect safety of flight as may impair judgment, motor skills, alertness and/or reaction time impair judgment, memory, alertness, coordination, vision, and the ability to make calculations. Again-- due to the slow destruction of alcohol, a pilot may still be under influence 8 hours after drinking a moderate amount of alcohol. Therefore, an excellent rule is to allow at least 12 to 24 hours between “bottle and throttle,” depending on the amount of alcoholic beverage consumed.
PA.I.H.K4	Aeronautical Decision-Making (ADM). PPP Perceive Process Perform
Risk Management	The applicant demonstrates the ability to identify, assess and mitigate risks encompassing:
PA.I.H.R1	Aeromedical and physiological issues. See sections above for explanations.
PA.I.H.R2	Hazardous attitudes. Risk Mgt Hdbk 8083-2 (only in definition section) PHAK, 2-5 anti-authority, fix - Follow the rules. They are usually right impulsivity, Not so fast. Think first invulnerability, It could happen to me macho, Taking chances is foolish resignation I’m not helpless. I can make a difference (you could apply follow the rules to all of these an still come out fine) Macho Antiauthority Resignation Impulsiveness
PA.I.H.R3	Distractions, loss of situational awareness, and/or improper task management. Follow checklists PPP Scanning for other Aircraft (AIM) (planes need to be <1sm away to be seen with off-center vision) 8-1-7 2. While the eyes can observe an approximate 200 degree arc of the horizon at one glance, only a very small center area called the fovea, in the rear of the eye, has the ability to send clear, sharply focused messages to the brain. All other visual information that is not processed directly through the fovea will be of less detail. An aircraft at a distance of 7 miles which appears in sharp focus within the foveal center of vision would have to be as close as 7/10 of a mile in order to be recognized if it were outside of foveal vision. Because the eyes can focus only on this narrow viewing area, effective scanning is accomplished with a series of short, regularly spaced eye movements that bring successive areas of the sky into the central visual field. Each movement should not exceed 10 degrees, and each area should be observed for at least 1 second to enable detection. AIM 8-1-9 f. Recognize High Hazard Areas. 1. Airways, especially near VORs, and Class B, Class C, Class D, and Class E surface areas are places where aircraft tend to cluster. 2. Remember, most collisions occur during days when the weather is good. Being in a “radar environment” still requires vigilance to avoid collisions. g. Cockpit Management. Studying maps, checklists, and manuals before flight, with other proper preflight planning; e.g., noting necessary radio frequencies and organizing cockpit materials, can reduce the amount of time required to look at these items during flight, permitting more scan time. h. Windshield Conditions. Dirty or bugsmeared windshields can greatly reduce the ability of pilots to see other aircraft. Keep a clean windshield. i. Visibility Conditions. Smoke, haze, dust, rain, and flying towards the sun can also greatly reduce the ability to detect targets. j. Visual Obstructions in the Cockpit. 1. Pilots need to move their heads to see around blind spots caused by fixed aircraft structures, such as door posts, wings, etc. It will be necessary at times to maneuver the aircraft; e.g., lift a wing, to facilitate seeing. 2. Pilots must ensure curtains and other cockpit objects; e.g., maps on glare shield, are removed and stowed during flight. k. Lights On. 1. Day or night, use of exterior lights can greatly increase the conspicuity of any aircraft. 2. Keep interior lights low at night. l. ATC Support. ATC facilities often provide radar traffic advisories on a workload-permitting basis. Flight through Class C and Class D airspace requires communication with ATC. Use this support whenever possible or when required.
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. See above explanations symptoms, recognition, causes, effects, and corrective actions Categories with clear answers: Hypoxia CO poisoning Hyperventilation Alcohol effect / Regs (91.17(.04, 8 hrs), 91.19 (illgl to crry cntrlld substances)
PA.I.H.S2	Perform self-assessment, including fitness for flight and personal minimums, for actual flight or a scenario given by the evaluator. Personal Checklist. Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft for pilot impairment contributes to many more accidents than failures of aircraft systems. IMSAFE (one or more of these can impair performance) Illness/Injury Medication Stress Alcohol Fatigue Emotion Per. Mins (vsby 7sm / CIG 070)

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. PAVE, IMSAFE
PA.II.A.K2	Determining that the aircraft to be used is appropriate, airworthy, and in a condition for safe flight. Rvw maint. Records for A1TAPE, find no 91.205 or 91.7 (Civil aircraft airworthiness) problems after going through POH pre-flight checklist inspect the airplane logbooks or a summary of the airworthy status prior to flight to ensure that the airplane records of maintenance, alteration, and inspections are current and correct. [Figure 2-4] The following is required: • Annual inspection within the preceding 12-calendar months (Title 14 of the Code of Federal Regulations (14 CFR) part 91, section 91.409(a)) • 100-hour inspection, if the aircraft is operated for hire (14 CFR part 91, section 91.409(b)) • Transponder certification within the preceding 24-calendar months (14 CFR part 91, section 91.413) • Static system and encoder certification, within the preceding 24-calendar months, required for instrument flight rules (IFR) flight in controlled airspace (14 CFR part 91, section 91.411) • 30-day VHF omnidirectional range (VOR) equipment check required for IFR flight (14 CFR part 91, section 91.171) • Emergency locator transmitter (ELT) inspection within the last 12 months (14 CFR part 91, section 91.207(d)) • ELT battery due (14 CFR part 91, section 91.207(c)) • 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) A review determines if the required maintenance and inspections have been performed on the airplane. Any discrepancies must be addressed prior to flight. Once the pilot has determined that the airplane’s logbooks provide factual assurance that the aircraft meets its airworthy requirements, it is appropriate to visually inspect the airplane. AFH, 2-3
PA.II.A.K3	Aircraft preflight inspection including:
PA.II.A.K3a	a. Which items must be inspected Aircraft specific POH specifies items required for inspection; 172R pre-flight POH checklist: CHECKLIST PROCEDURES PREFLIGHT INSPECTION 1 CABIN 1. Pitot Tube Cover -- REMOVE. Check for pitot blockage. 2. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. 3. Airplane Weight and Balance -- CHECKED. 4. Parking Brake -- SET. 5. Control Wheel Lock -- REMOVE. 6. Ignition Switch -- OFF. 7. Avionics Master Switch -- OFF. WHEN TURNING ON THE MASTER SWITCH, USING AN EXTERNAL POWER SOURCE, OR PULLING THE PROPELLER THROUGH BY HAND, TREAT THE PROPELLER AS IF THE IGNITION SWITCH WERE ON. DO NOT STAND, NOR ALLOW ANYONE ELSE TO STAND, WITHIN THE ARC OF THE PROPELLER, SINCE A LOOSE OR BROKEN WIRE OR A COMPONENT MALFUNCTION COULD CAUSE THE PROPELLER TO ROTATE. 8. Master Switch -- ON. 9. Fuel Quantity Indicators -- CHECK QUANTITY and ENSURE LOW FUEL ANNUNCIATORS (L LOW FUEL R) ARE EXTINGUISHED. 10. Avionics Master Switch -- ON. 11. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. 12. Avionics Master Switch -- OFF. 13. Static Pressure Alternate Source Valve -- OFF. 14. Annunciator Panel Switch -- PLACE AND HOLD IN TST POSITION and ensure all annunciators illuminate. Revision 7 4-7 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172R 15. Annunciator Panel Test Switch -- RELEASE. Check that appropriate annunciators remain on. NOTE When Master Switch is turned ON, some annunciators will flash for approximately 10 seconds before illuminating steadily. When panel TST switch is toggled up and held in position, all remaining lights will flash until the switch is released. 16. Fuel Selector Valve -- BOTH. 17. Fuel Shutoff Valve -- ON (Push Full In). 18. Flaps -- EXTEND. 19. Pitot Heat -- ON. (Carefully check that pitot tube is warm to the touch within 30 seconds.) 20. Pitot Heat -- OFF. 21. Master Switch -- OFF. 22. Elevator Trim -- SET for takeoff. 23. Baggage Door -- CHECK, lock with key. 24. Autopilot Static Source Opening (if installed) -- CHECK for blockage. 2 EMPENNAGE 1. Rudder Gust Lock (if installed) -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. 4. Trim Tab -- CHECK security. 5. Antennas -- CHECK for security of attachment and general condition. 3 RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. 2. Flap -- CHECK for security and condition. 4 RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 4-8 Revision 7 CESSNA SECTION 4 MODEL 172R NORMAL PROCEDURES 2. Main Wheel Tire -- CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc...). 3. Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel (using sampler cup) from each sump location to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. If contaminants are still present, refer to WARNING below and do not fly airplane. IF, AFTER REPEATED SAMPLING, EVIDENCE OF CONTAMINATION STILL EXISTS, THE AIRPLANE SHOULD NOT BE FLOWN. TANKS SHOULD BE DRAINED AND SYSTEM PURGED BY QUALIFIED MAINTENANCE PERSONNEL. ALL EVIDENCE OF CONTAMINATION MUST BE REMOVED BEFORE FURTHER FLIGHT. 4. Fuel Quantity -- CHECK VISUALLY for desired level. 5. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. 5 NOSE 1. Fuel Strainer Quick Drain Valve (Located on bottom of fuselage) -- DRAIN at least a cupful of fuel (using sampler cup) from valve to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points, including the fuel reservoir and fuel selector, until all contamination has been removed. If contaminants are still present, refer to WARNING above and do not fly the airplane. Revision 7 4-9 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172R 2. Engine Oil Dipstick/Filler Cap -- CHECK oil level, then check dipstick/filler cap SECURE. Do not operate with less than five quarts. Fill to eight quarts for extended flight. 3. Engine Cooling Air Inlets -- CLEAR of obstructions. 4. Propeller and Spinner -- CHECK for nicks and security. 5. Air Filter -- CHECK for restrictions by dust or other foreign matter. 6. Nose Wheel Strut and Tire -- CHECK for proper inflation of strut and general condition (weather checks, tread depth and wear, etc...) of tire. 7. Left Static Source Opening -- CHECK for blockage. 6 LEFT WING 1. Fuel Quantity -- CHECK VISUALLY for desired level. 2. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. 3. Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel (using sampler cup) from each sump location to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. If contaminants are still present, refer to WARNING on page 4-9 and do not fly airplane. 4. Main Wheel Tire -- CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc...). 4-10 Revision 7 CESSNA SECTION 4 MODEL 172R NORMAL PROCEDURES 7 LEFT WING Leading Edge 1. Fuel Tank Vent Opening -- CHECK for blockage. 2. Stall Warning Opening -- CHECK for blockage. To check the system, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm system operation. 3. Wing Tie-Down -- DISCONNECT. 4. Landing/Taxi Light(s) -- CHECK for condition and cleanliness of cover. 8 LEFT WING Trailing Edge 1. Aileron-- CHECK for freedom of movement and security. 2. Flap -- CHECK for security and condition. From the AFH, 2-3 The visual preflight inspection of the airplane should begin while approaching the airplane on the ramp. The pilot should make note of the general appearance of the airplane, looking for discrepancies such as misalignment of the landing gear and airplane structure. The pilot should also take note of any distortions of the wings, fuselage, and tail, as well as skin damage and any staining, dripping, or puddles of fuel or oils. It must be determined by the pilot that the following documents are, as appropriate, on board, attached, or affixed to the airplane: • Original Airworthiness Certificate (14 CFR part 91, section 91.203) • Original Registration Certificate (14 CFR part 91, section 91.203) • Radio station license for flights outside the United States or airplanes greater than 12,500 pounds (Federal Communications Commission (FCC) rule) • 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) • Official weight and balance • Compass deviation card (14 CFR part 23, section 23.1547) • External data plate (14 CFR part 45, section 45.11) Visual Preflight Assessment The inspection should start with the cabin door. If the door is hard to open or close, does not fit snugly, or the door latches do not engage or disengage smoothly, the surrounding structure, such as the door post, should be inspected for misalignment which could indicate structural damage. The visual preflight inspection should continue to the interior of the cabin or cockpit where carpeting should be inspected to ensure that it is serviceable, dry, and properly affixed; seats belts and shoulder harnesses should be inspected to ensure that they are free from fraying, latch properly, and are securely attached to their mounting fittings; seats should be inspected to ensure that the seats properly latch into the seat rails through the seat lock pins and that seat rail holes are not abnormally worn to an oval shape; [Figure 2-5] the windshield and windows should be inspected to ensure that they are clean and free from cracks, and crazing. A dirty, scratched, and/or a severely crazed window can result in near zero visibility due to light refraction at certain angles from the sun. AFM/POH must be the reference for conducting the visual preflight inspection, and each manufacturer has a specified sequence for conducting the actions. In general, the following items are likely to be included in the AFM/POH preflight inspection: • Master, alternator, and magneto switches are OFF • Control column locks are REMOVED • Landing gear control is DOWN • Fuel selectors should be checked for proper operation in all positions, including the OFF position. Stiff fuel selectors or where the tank position is not legible or lacking detents are unacceptable. • Trim wheels, which include elevator and may include rudder and aileron, are set for takeoff position. • Avionics master OFF • Circuit breakers checked IN • Flight instruments must read correctly. Airspeed zero; altimeter when properly set to the current barometric setting should indicate the field elevation within 75 feet for IFR flight; the magnetic compass should indicate the airplane’s direction accurately; and the compass correction card should be legible and complete. For conventional wet magnetic compasses, the instrument face must be clear and the instrument case full of fluid. A cloudy instrument face, bubbles in the fluid, or a partially filled case renders the compass unusable. The vertical speed indictor (VSI) should read zero. If the VSI does not show a zero reading, a small screwdriver can be used to zero the instrument. 2-4 Figure 2-4. A sample airworthiness checklist used by pilots to inspect an aircraft. Figure 2-5. Seats should be inspected to ensure that they are properly latched into the seat rails and checked for damage. Airplane Documents Original Airworthiness Certificate (FAR 91.203) Original Registration Certificate (FAR 91.203) Radio Station License for flights outside the United States or airplanes greater than 12,500 pounds (FCC Rule) Operating Limitations, which may be in the form of an FAA-approved Airplane Flight Manual ans/or Pilot’s Operating Handbook (AFM/POH), Placards, instrument markings, or any combination thereof (FAR 91.9) Official Weight and Balance Compass Deviation Card (FAR 23.1547) External Data Plate (FAR 45.11) Airplane Airworthiness Check Required Equipment VFR (Day)-FAR 91.205b Altimeter Tachometer for each er Oil temperature gauge Manifold pressure gauge Airspeed Indicator Temperature Gauge Oil pressure Gauge Fuel Level Indicator Landing Gear Position Anti-Collision Light Magnetic Compa ELT (Except as a Safety Belts w VFR Night—Far Fuses Landing Light Anti-collision Position light Source of IFR—FAR 91 Generato Airplane Inspections Annual—12 months: Current Due 12-31-2012 100 hour—Next Due Hobbs 3245.7 VOR—30 Day Next Due 7-30-2011 Altimeter—24 months: Due 1-31-2013 Static System and Encoder—24 months: Due 1-31-2013 months: Due 1-31-2013 Ensure that seats properly latch into the seat rails through the seat lock pins and that seat rail holes are not abnormally worn to an oval shape. The VSI is the only flight instrument that a pilot has the prerogative to adjust. All others must be adjusted by an FAA-certificated repairman or mechanic. • Mechanical air-driven gyro instruments must be inspected for signs of hazing on the instrument face, which may indicate leaks. • If the airplane has retractable gear, landing gear down and locked lights are checked green. • Check the landing gear switch is DOWN, then turn the master switch to the ON position and fuel qualities must be noted on the fuel quantity gauges and compared to a visual inspection of the tank level. If so equipped, fuel pumps may be placed in the ON position to verify fuel pressure in the proper operating range. • Other items may include checking that lights for both the interior and exterior airplane positions are operating and any annunciator panel checks. Ldg gear inspection AFH, 2-8,2-9 it is imperative that the pilot follow the AFM/POH in inspecting that the landing gear is ready for operation. On many fixed-gear airplanes, inspection of the landing gear system can be hindered by wheel pants, which are covers used to reduce aerodynamic drag. It is still the pilot’s responsibility to inspect the airplane properly. A flashlight helps the pilot in peering into covered areas. On low-wing airplanes, covered or retraceable landing gear presents additional effort required to crouch below the wing to properly inspect the landing gear. The following provides guidelines for inspecting the landing gear system; however, the AFM/POH must be the pilot’s reference for the appropriate procedures. • The pilot, when approaching the airplane, should look at the landing gear struts and the adjacent ground for leaking hydraulic fluid that may be coming from struts, hydraulic lines from landing gear retraction pumps, or from the braking system. Landing gear should be relatively free from grease, oil, and fluid without any undue amounts. Any amount of leaking fluid is unacceptable. In addition, an overview of the landing gear provides an opportunity to verify landing gear alignment and height consistency. • All landing gear shock struts should also be checked to ensure that they are properly inflated, clean, and free from hydraulic fluid and damage. All axles, links, collars, over-center locks, push rods, forks, and fasteners should be inspected to ensure that they are free from cracks, corrosion, rust, and determined to be airworthy. • Tires should be inspected for proper inflation, an acceptable level of remaining tread, and normal wear pattern. Abnormal wear patterns, sidewall cracks, and damage, such as cuts, bulges, imbedded foreign objects, and visible cords, render the tire unairworthy. • Wheel hubs should be inspected to ensure that they are free from cracks, corrosion, and rust, that all fasteners are secure, and that the air valve stem is straight, capped, and in good condition.2-9 • Brakes and brake systems should be checked to ensure that they are free from rust and corrosion and that all fasteners and safety wires are secure. Brake pads should have a proper amount of material remaining and should be secure. All brake lines should be secure, dry, and free of signs of hydraulic leaks, and devoid of abrasions and deep cracking. • On tricycle gear airplanes, a shimmy damper is used to damp oscillations of the nose gear and must be inspected to ensure that they are securely attached, are free of hydraulic fluid leaks, and are in overall good condition. Some shimmy dampeners do not use hydraulic fluid and instead use an elastomeric compound as the dampening medium. Nose gear links, collars, steering rods, and forks should be inspected to ensure the security of fasteners, minimal free play between torque links, crack-free components, and for proper servicing and general condition. • On some conventional gear airplanes, those airplanes with a tailwheel or skid, the main landing gear may have bungee cords to help in absorbing landing loads and shocks. The bungee cords must be inspected for security and condition. • Where the landing gear transitions into the airplane’s structure, the pilot should inspect the attachment points and the airplane skin in the adjacent area—the pilot needs to inspect for wrinkled or other damaged skin, loose bolts, and rivets and verify that the area is free from corrosion. Engine check AFH, 2-9 Engine and Propeller Properly managing the risks associated with flying requires that the pilot of the airplane identify and mitigate any potential hazards prior to flight to prevent, to the furthest extent possible, a hazard becoming a realized risk. The engine and propeller make up the propulsion system of the airplane—failure of this critical system requires a well-trained and competent pilot to respond with significant time constraints to what is likely to become a major emergency. The pilot must ensure that the engine, propeller, and associated systems are functioning properly prior to operation. This starts with an overview of the cowling that surrounds the airplane’s engines looking for loose, worn, missing, or damaged fasteners, rivets, and latches that secure the cowling around the engine and to the airframe. The pilot should be vigilant as fasteners and rivets can be numerous and surround the cowling requiring a visual inspection from above, the sides, and the bottom to ensure that all areas have been inspected. Like other areas on the airframe, rivets should be closely inspected for looseness by looking for signs of a black oxide film around the rivet head. Pay attention to chipped or flaking paint around rivets and other fasteners as this may be a sign of a lack of security. Any cowling security issues must be referred to a competent and rated airplane maintenance mechanic. From the cowling, a general inspection of the propeller spinner, if so equipped, should be completed. Not all airplane/propeller combinations have a spinner, so adherence to the AFM/POH checklist is required. Spinners are subjected to great stresses and should be inspected to be free from dents, cracks, corrosion, and in proper alignment. Cracks may not only occur at locations where fasteners are used but also on the rear facing spinner plate. In conditions where ice or snow may have entered the spinner around the propeller openings, the pilot should inspect the area to ensure that the spinner is internally free from ice. The engine/propeller/spinner is balanced around the crankshaft and a small amount of ice or snow can produce damaging vibrations. Cracks, missing fasteners, or dents results in a spinner that is unairworthy. The propeller should be checked for blade erosion, nicks, cracks, pitting, corrosion, and security. On controllable pitch propellers, the propeller hub should be checked for oil leaks that tend to stream directionally from the propeller hub toward the tip. On airplanes so equipped, the alternator/generator drive belts should be checked for proper tension and signs of wear. When inspecting inside the cowling, the pilot should look for signs of fuel dye, which may indicate a fuel leak. The pilot should check for oil leaks, deterioration of oil and hydraulic lines, and to make certain that the oil cap, filter, oil cooler, and drain plug are secure. This may be difficult to inspect without the aid of a flashlight, so even during day operations, a flashlight is handy when peering into the cowling. The inside of the cowling should be inspected for oil or fuel stains. The pilot should also check for loose or foreign objects inside the cowling, such as bird nests, shop rags, and/or tools. All visible wires and lines should be checked for security and condition. The exhaust system should be checked for white stains caused by exhaust leaks at the cylinder head or cracks in the exhaust stacks. The heat muffs, which provide cabin heating on some airplanes, should also be checked for general condition and signs of cracks or leaks. The air filter should be checked to ensure that it is free from substantial dirt or restrictions, such as bugs, birds, or other causes of airflow restrictions. In addition, air filters elements are made from various materials and, in all cases, the element should be free from decomposition and properly serviced.
PA.II.A.K3b	b. The reasons for checking each item Required for safe flight and/or required by FAR
PA.II.A.K3c	c. How to detect possible defects Follow POH checklists Perform checks provided in checklist (move flight controls) Know wear patterns of parts, equipment
PA.II.A.K3d	d. The associated regulations FAR 91, 43, 21, 23
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. PAVE-IMSAFE
PA.II.A.R2	Aircraft. A1TAPE, POH checklist
PA.II.A.R3	Environment (e.g., weather, airports, airspace, terrain, obstacles).
PA.II.A.R4	External pressures. Always have alternate method of transportation
PA.II.A.R5	Aviation security concerns. TSA security processes (1-866-GA Secure, 1-866-427-3287) to report suspicious activities and/or people SIDA display area 49 CFR 1542
Skills	The applicant demonstrates the ability to:
PA.II.A.S1	Inspect the airplane with reference to an appropriate checklist. Use POH checklist / Checkmate checklist for 172$ AFH overall general condition checks for completeness
PA.II.A.S2	Verify the airplane is airworthy and in condition for safe flight. FAR inspections (A1TAPE) completed and current, 91.9 passes, 91.205 equipment all functioning POH checklist items pass without problems

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. Px Bfg: FSLACO FAR Section 91.107 - Use of safety belts, shoulder harnesses, and child restraint systems
PA.II.B.K2	Use of appropriate checklists. 172R specific POH checklist section (before take off check)
PA.II.B.K3	Requirements for current and appropriate navigation data. Sectional current Chart Supplement current RCO/FSS frequencies current (from Sectional or Chart Supplement) VOR frequencies checked on Sectional GPS database updated (Garmin)
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. Ensure Com Radios, Nav Radios, GPS systems have proper settings and are functioning prior to departure Ensure flight planning systems are setup with settings prior to flight
PA.II.B.R2	Flying with unresolved discrepancies. 91.213(d) placard, 21.197 ferry permit (if found in pre-flight check) If problem occurs in the air (Oil Pressure gauge malfunctioning, land as soon as possible)
Skills	The applicant demonstrates the ability to:
PA.II.B.S1	Secure all items in the flight deck and cabin. Ensure no loose items are rolling around cabin which might get under foot pedals are put away (not sure what they are asking for here)
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. FSLACO (Fire(use fire extinguisher), Seat Belts, Door Locks (how to open/close), Announce on Radio (hold up finger for silence), Clear of Controls (don’t press any buttons), Observe (if you observe any aircraft/cars coming our way, use clock position: plane at 3PM ) Seat-Belts(91.107-Seat belts on for taxi, takeoff landing and enroute) , Abort-plan POH for emergency procedures (Engine out, Engine fire, electrical fire, emergency landing)
PA.II.B.S3	Properly program and manage aircraft automation. Pgm GPS, Nav/Com radios with anticipate frequencies prior to departure

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. See POH, pgs 4-34, 4-35 Cold weather start 4-20: In cooler weather, the engine compartment temperature drops off rapidly following engine shutdown and the injector nozzle lines remain nearly full of fuel. COLD WEATHER OPERATION Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. WHEN PULLING THE PROPELLER THROUGH BY HAND, TREAT IT AS IF THE IGNITION SWITCH IS TURNED ON. A LOOSE OR BROKEN GROUND WIRE ON EITHER MAGNETO COULD CAUSE THE ENGINE TO FIRE. When air temperatures are below 20°F (-6°C), the use of an external preheater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system. Preheat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. 4-34 Revision 7 CESSNA SECTION 4 MODEL 172R NORMAL PROCEDURES When using an external power source, the master switch must be in the OFF position before connecting the external power source to the airplane receptacle. See Section 7, Ground Service Plug Receptacle for external power source operations. Cold weather starting procedures are the same as the normal starting procedures. Use caution to prevent inadvertent forward movement of the airplane during starting when parked on snow or ice. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. 4-20: If the engine is under primed (most likely in cold weather with a cold engine) it will not start at all, and additional priming will be necessary. HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine (4-19, 4-20) in this section. Avoid prolonged engine operation on the ground. However, in warmer weather, engine compartment temperatures may increase rapidly following engine shutdown, and fuel in the lines will vaporize and escape into the intake manifold. Hot weather starting procedures depend considerably on how soon the next engine start is attempted. Within the first 20 to 30 minutes after shutdown, the fuel manifold is adequately primed and the empty injector nozzle lines will fill before the engine dies. However, after approximately 30 minutes, the vaporized fuel in the manifold will have nearly dissipated and some slight “priming” could be required to refill the nozzle lines and keep the engine running after the initial start. Starting a hot engine is facilitated by advancing the mixture control promptly to 1/3 open when the engine starts, and then smoothly to full rich as power develops.
PA.II.C.K2	Starting the engine(s) by use of external power. See POH procedures, p 4-13, 4-14, Checklist, Starting Engine with External Power (4-14) STARTING ENGINE (With External Power) 1. Throttle -- OPEN 1/4 INCH. 2. Mixture -- IDLE CUTOFF. 3. Propeller Area -- CLEAR. 4. Master Switch -- OFF. 5. External Power -- CONNECT to airplane receptacle. 6. Master Switch -- ON. 7. Flashing Beacon -- ON. NOTE If engine is warm, omit priming procedure of steps 8, 9, and 10 below. 8. Auxiliary Fuel Pump Switch -- ON. 9. Mixture -- SET to FULL RICH (full forward) until stable fuel flow is indicated (usually 3 to 5 seconds), then set to IDLE CUTOFF (full aft) position. 10. Auxiliary Fuel Pump -- OFF. 11. Ignition Switch -- START (release when engine starts). 12. Mixture -- ADVANCE smoothly to RICH when engine starts. NOTE If engine floods (engine has been primed too much), turn off auxiliary fuel pump, set mixture to idle cutoff, open throttle 1/2 to full, and motor (crank) engine. When engine starts, set mixture to full rich and close throttle promptly. 13. Oil Pressure -- CHECK. 14. External Power -- DISCONNECT from airplane receptacle. Secure external power door. 15. Electrical System -- CHECK FOR PROPER OPERATION. a. Master Switch -- OFF (disconnects both the battery and alternator from the system). Revision 7 4-13I SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172R b. Taxi and Landing Light Switches -- ON (provides an initial electrical load on the system). c. Engine RPM -- REDUCE to idle. (Minimum alternator output occurs at idle.) d. Master Switch -- ON (taxi and landing lights on). (The ammeter should indicate in the negative direction, showing that the alternator output is below the load requirements, but the battery is supplying current to the system.) e. Engine RPM -- INCREASE to approximately 1500 RPM (as engine RPM increases, alternator output should increase to meet the system load requirements). f. Ammeter and Low Voltage Annunciator -- CHECK (the ammeter should indicate in the positive direction, showing that the alternator is supplying current and the Low Voltage Annunciator (VOLTS) should not be lighted). NOTE If the indications, as noted in Step "d" and Step "f", are not observed, the electrical system is not functioning properly. Corrective maintenance must be performed to provide for proper electrical system operation before flight. 16. Navigation Lights -- ON as required. 17. Avionics Master Switch -- ON. 18. Radios -- ON. 19. Flaps -- RETRACT. Section 7 p. 7-36 EXTERNAL POWER RECEPTACLE An external power receptacle is integral to the power distribution module and allows the use of an external electrical power source for cold weather starting, and during lengthy maintenance work on electrical and avionics equipment. The receptacle is located on the left side of the airplane near the firewall. Access to the receptacle is gained by removing the cover plate. The power distribution module (J-Box) incorporates a circuit which will close the battery contactor when external power is applied through the ground service plug receptacle with the master switch turned on. This feature is intended as a servicing aid when battery power is too low to close the contactor, and should not be used to avoid performing proper maintenance procedures on a low battery. NOTE f If no avionics equipment is to be used or serviced, the avionics master switch should be in the OFF position. If maintenance is required on the avionics equipment, use a regulated external power source to prevent damage to the avionics equipment by transient voltage. Do not crank or start the engine with the avionics master switch in the ON position. f Before connecting an external power source (generator type or battery cart), the avionics master switch and the master switch should be turned off. 7-36
PA.II.C.K3	Engine limitations as they relate to starting. See POH for engine starting limitations (max starter cycle=10 seconds, 3 cycles of 10 seconds then wait 10 minutes before trying one more time), p. 4-20 RECOMMENDED STARTER DUTY CYCLE Crank the starter for 10 seconds followed by a 20 second cool down period. This cycle can be repeated two additional times, followed by a ten minute cool down period before resuming cranking. After cool down, crank the starter again, three cycles of 10 seconds followed by 20 seconds of cool down. If the engine still fails to start, an investigation to determine the cause should be initiated. Start flooded engine procedures, p. 4-20 (Throttle push full in, Mixture pull full out, starter crank until starts, push Mixture in) In the event of over priming or flooding, turn off the auxiliary fuel pump, open the throttle from 1/2 to full open, and continue cranking with the mixture full lean. When the engine starts, smoothly advance the mixture control to full rich and retard the throttle to desired idle speed. POH, 4-20 Misc. Starting processes Engine Die after Start Should the engine tend to die after starting, turn on the auxiliary fuel pump temporarily and adjust the throttle and/or mixture as necessary to keep the engine running. Engine Flooded In the event of over priming or flooding, turn off the auxiliary fuel pump, open the throttle from 1/2 to full open, and continue cranking with the mixture full lean (Throttle PUSH IN, Mixture PULL OUT). When the engine starts, smoothly advance the mixture control to full rich and retard the throttle to desired idle speed. Under Primed Engine If the engine is under primed (most likely in cold weather with a cold engine) it will not start at all, and additional priming will be necessary. Engine Oil Pressure Low or Not Registering on gauge After starting, if the oil pressure gage does not begin to indicate pressure within 30 seconds in the summer time and approximately one minute in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage.
Risk Management	The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:
PA.II.C.R1	Propeller safety. See POH warning in checklist (stay out of propeller arc) p.4-7, Pre-Flight Checklist WHEN TURNING ON THE MASTER SWITCH, USING AN EXTERNAL POWER SOURCE, OR PULLING THE PROPELLER THROUGH BY HAND, TREAT THE PROPELLER AS IF THE IGNITION SWITCH WERE ON. DO NOT STAND, NOR ALLOW ANYONE ELSE TO STAND, WITHIN THE ARC OF THE PROPELLER, SINCE A LOOSE OR BROKEN WIRE OR A COMPONENT MALFUNCTION COULD CAUSE THE PROPELLER TO ROTATE. 4-34, Cold Weather Operation WHEN PULLING THE PROPELLER THROUGH BY HAND, TREAT IT AS IF THE IGNITION SWITCH IS TURNED ON. A LOOSE OR BROKEN GROUND WIRE ON EITHER MAGNETO COULD CAUSE THE ENGINE TO FIRE.
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. Position into wind, far from structures, people and property (at least 500 feet), look outside and around plane after saying “Clear” for anybody nearby or approaching plane prior to starting engine.
PA.II.C.S2	Use the appropriate checklist for engine start procedure. See POH for engine starting/prime process Pgs. 4-12 through 4-14, 4-19, 4-20, 4-34 (see explanations above)

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. Sectional Chart for Flight Area(s) Have Chart Supplement Pages/Apt Dgms (if avbl) for Departure, Destination and Alternate Airports. Display on kneeboard current Airport Diagram while taxiing and follow plane along map as taxi, Have Destination Airport diagram ready on kneeboard below departure airport Have Frequencies for NorCcal, Twr, Gnd, ATIS/AWOS, CTAF of Dep, Dest., Alt. apts, have dgms of apt tfc pttns of ptntl use
PA.II.D.K2	Taxi instructions/clearances. Write/repeat taxi instructions from Tower/Gnd cntl
PA.II.D.K3	Airport markings, signs, and lights. AIM Airport Signs/Runways Signs Ch.2 Chevrons unusable for landing, takeoff, and taxiing, Displaced threshold only available for takeoffs and rollouts from landing FAA Apt Signs https://www.faa.gov/airports/runway_safety/publications/media/placemat.pdf https://www.faa.gov/airports/runway_safety/publications/ https://www.faa.gov/airports/runway_safety/publications/media/Pilots_Guide_to_Airport_Signs_and_Markings.pdf https://www.faa.gov/airports/runway_safety/publications/media/Driving%20on%20the%20Airport%20Brochure.pdf https://www.faa.gov/airports/runway_safety/publications/media/QuickReferenceGuideProof8.pdf https://www.faa.gov/airports/runway_safety/publications/media/Flash-Cards.pdf https://www.faa.gov/airports/runway_safety/publications/media/Ground_Vehicle_Guide_Sticker.pdf https://www.faa.gov/airports/runway_safety/media/Ground_Vehicle_Guide_Proof_Final.pdf
PA.II.D.K4	Visual indicators for wind. Wind Sock, wind cone, wind tee, flags, dust blowing, cloud mvt, tall grass, rain direction
PA.II.D.K5	Aircraft lighting. Beacon Position lights (red-left wing, green-right wing) Strobes (wings) Landing light Taxi light Tail (vertical fin light) white Interior lighting Instrument lights Under-wing passenger lights
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 Follow taxi route from ATC or own route if non-towered apt on Airport Diagram (Airport diagram will have hot spots)
PA.II.D.K6b	b. Safe taxi at towered and non-towered airports Follow ATC instructions, lights on crossing runways, always know where you are on airport
PA.II.D.K6c	c. Entering or crossing runways ATC clearance required, taxi/landing lights on when crossing runways
PA.II.D.K6d	d. Night taxi operations Keep strobes and taxi lights to a minimum
PA.II.D.K6e	e. Low visibility taxi operations ATC clearance required if taxiing across runways in low vsby (fog)
Risk Management	The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:
PA.II.D.R1	Inappropriate activities and distractions. No GPS, radio programming while taxiing.
PA.II.D.R2	Confirmation or expectation bias as related to taxi instructions. Always listen, read-back and write down ATC instructions
Skills	The applicant demonstrates the ability to:
PA.II.D.S1	Complete the checklist, as appropriate to the aircraft. Complete pre-taxi checklist prior to taxiing. Look out window whole time while taxiing.
PA.II.D.S2	Perform a brake check immediately after the airplane begins moving. Brake check by pilot and passenger (if passenger is cfi).
PA.II.D.S3	Position the flight controls properly for the existing wind conditions. Dive into the wind for proper flight control position when windy.
PA.II.D.S4	Control direction and speed without excessive use of brakes. Change power settings to slow down
PA.II.D.S5	Maintain positive control of the airplane during ground operations. Engine rpm 600-1000
PA.II.D.S6	Properly position the aircraft relative to hold lines. Acft hold before hold lines
PA.II.D.S7	Receive and correctly read back clearances/instructions. Write down any ATC instructions
PA.II.D.S8	Exhibit situational awareness. Look out window for other planes/vehicles
PA.II.D.S9	Use an airport diagram or taxi chart during taxi. Apt dgm on knee board during taxi.
PA.II.D.S10	Comply with airport/taxiway markings, signals, ATC clearances and instructions. Follow atc instr on apt dgm while taxiing, look for hotspots, stop and ask ATC if unclear about proceeding

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: Ensure plane in condition for safe flight
PA.II.F.K1a	a. Reasons for checking each item Ensure plane in condition for safe flight
PA.II.F.K1b	b. Detecting malfunctions Anything out of range of POH requirements
PA.II.F.K1c	c. Ensuring the airplane is in safe operating condition as recommended by the manufacturer See POH
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. Gnd roll, 50 ft. obstacle (see POH perf charts)
PA.II.F.S2	Complete the appropriate checklist. Run-up checklist
PA.II.F.S3	Properly position the airplane considering other aircraft, vessels, and wind. Ailerons banked into the wind
PA.II.F.S4	Divide attention inside and outside the flight deck. Look for conflicting traffic
PA.II.F.S5	Verify that engine temperature(s) and pressure(s) are suitable. Oil temp/pressure, Ammeter, volts, vacuum, fuel qty in green, Magneto drop <=150rpm and <=50 rpm difference in drop amt btn magnetos

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.

Chart supplement, sectional, NOTAM (if freq chgd prior to pub of CS or Sctnl)

PA.III.A.K2

Proper radio communication procedures and ATC phraseology.

AIM

Who calling

Who are we?

Where are we?

What do we want?

PA.III.A.K3

ATC light signal recognition.

§ 91.125 ATC light signals.

ATC light signals have the meaning shown in the following table:

Code of Federal Regulations / Title 14 –

Aeronautics and Space / Vol. 2 / 2012-01-01708

Color and type of signal	Meaning with respect to aircraft on the surface	Meaning with respect to aircraft in flight
Steady green ____	Cleared for takeoff	Cleared to land.
Flashing green - - -	Cleared to taxi	Return for landing (to be followed by steady green at proper time).
Steady red ____	Stop	Give way to other aircraft and continue circling.
Flashing red - - -	Taxi clear of runway in use	Airport unsafe— do not land.
Flashing white - -	Return to starting point on airport	Not applicable.
Alternating red and green - - - -	Exercise extreme caution	Exercise extreme caution.

PA.III.A.K4

Appropriate use of transponders.

1200-vfr

7600-comm failure

7700-emergency

7500-hijack

0523- unique atc assigned code for flight following

PA.III.A.K5

Lost communication procedures.

7600-transponder

Light gun signals from tower

Rock wings during day (on gnd or in air) to affirm signal, flash landing lights at night to affirm

AIM Def (looks like for IFR)

LOST COMMUNICATIONS− Loss of the ability to

communicate by radio. Aircraft are sometimes

referred to as NORDO (No Radio). Standard pilot

procedures are specified in 14 CFR Part 91. Radar

controllers issue procedures for pilots to follow in the

event of lost communications during a radar approach

when weather reports indicate that an aircraft will

likely encounter IFR weather conditions during the

approach.

PA.III.A.K6

Equipment issues that could cause loss of communications.

Radio failure

Mis configuring radio and radio won’t reset

Electrical failure

Headset failure

PA.III.A.K7

Radar assistance.

Atc can provide flight advisories for separation and directions

PA.III.A.K8

National Transportation Safety Board (NTSB) accident/incident reporting.

NTSB's 24-hour Response Operations Center (ROC)

direct line 844-373-9922

https://www.ntsb.gov/Pages/Report.aspx

https://www.ecfr.gov/cgi-bin/text-idx?tpl=/ecfrbrowse/Title49/49cfr830_main_02.tpl

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.

Declare all emergencies immediately

PA.III.A.R3

Confirmation or expectation bias.

Read back all communications from atc

Skills

The applicant demonstrates the ability to:

PA.III.A.S1

Select appropriate frequencies.

Confirm all frequencies with current sectional, cs and or notam

PA.III.A.S2

Transmit using phraseology and procedures as specified in the AIM.

AIM Ch4, Sect 2, 20170427 version

12/10/15 AIM

Radio Communications Phraseology 4−2−1

Section 2. Radio Communications Phraseology

and Techniques

4−2−1. General

a. Radio communications are a critical link in the

ATC system. The link can be a strong bond between

pilot and controller or it can be broken with surprising

speed and disastrous results. Discussion herein

provides basic procedures for new pilots and also

highlights safe operating concepts for all pilots.

b. The single, most important thought in pilot controller

communications is understanding. It is

essential, therefore, that pilots acknowledge each

radio communication with ATC by using the

appropriate aircraft call sign. Brevity is important,

and contacts should be kept as brief as possible, but

controllers must know what you want to do before

they can properly carry out their control duties. And

you, the pilot, must know exactly what the controller

wants you to do. Since concise phraseology may not

always be adequate, use whatever words are

necessary to get your message across. Pilots are to

maintain vigilance in monitoring air traffic control

radio communications frequencies for potential

traffic conflicts with their aircraft especially when

operating on an active runway and/or when

conducting a final approach to landing.

c. All pilots will find the Pilot/Controller Glossary

very helpful in learning what certain words or phrases

mean. Good phraseology enhances safety and is the

mark of a professional pilot. Jargon, chatter, and

“CB” slang have no place in ATC communications.

The Pilot/Controller Glossary is the same glossary

used in FAA Order JO 7110.65, Air Traffic Control.

We recommend that it be studied and reviewed from

time to time to sharpen your communication skills.

4−2−2. Radio Technique

a. Listen before you transmit. Many times you can

get the information you want through ATIS or by

monitoring the frequency. Except for a few situations

where some frequency overlap occurs, if you hear

someone else talking, the keying of your transmitter

will be futile and you will probably jam their

receivers causing them to repeat their call. If you have

just changed frequencies, pause, listen, and make sure

the frequency is clear.

b. Think before keying your transmitter. Know

what you want to say and if it is lengthy; e.g., a flight

plan or IFR position report, jot it down.

c. The microphone should be very close to your

lips and after pressing the mike button, a slight pause

may be necessary to be sure the first word is

transmitted. Speak in a normal, conversational tone.

d. When you release the button, wait a few

seconds before calling again. The controller or FSS

specialist may be jotting down your number, looking

for your flight plan, transmitting on a different

frequency, or selecting the transmitter for your

frequency.

e. Be alert to the sounds or the lack of sounds in

your receiver. Check your volume, recheck your

frequency, and make sure that your microphone is not

stuck in the transmit position. Frequency blockage

can, and has, occurred for extended periods of time

due to unintentional transmitter operation. This type

of interference is commonly referred to as a “stuck

mike,” and controllers may refer to it in this manner

when attempting to assign an alternate frequency. If

the assigned frequency is completely blocked by this

type of interference, use the procedures described for

en route IFR radio frequency outage to establish or

reestablish communications with ATC.

f. Be sure that you are within the performance

range of your radio equipment and the ground station

equipment. Remote radio sites do not always transmit

and receive on all of a facility’s available frequencies,

particularly with regard to VOR sites where you can

hear but not reach a ground station’s receiver.

Remember that higher altitudes increase the range of

VHF “line of sight” communications.

4−2−3. Contact Procedures

a. Initial Contact.

1. The terms initial contact or initial callup

means the first radio call you make to a given facility

or the first call to a different controller or FSS

specialist within a facility. Use the following format:

AIM 12/10/15

4−2−2 Radio Communications Phraseology

(a) Name of the facility being called;

(b) Your full aircraft identification as filed in

the flight plan or as discussed in paragraph 4−2−4,

Aircraft Call Signs;

(c) When operating on an airport surface,

state your position.

(d) The type of message to follow or your

request if it is short; and

(e) The word “Over” if required.

EXAMPLE−

1. “New York Radio, Mooney Three One One Echo.”

2. “Columbia Ground, Cessna Three One Six Zero

Foxtrot, south ramp, I−F−R Memphis.”

3. “Miami Center, Baron Five Six Three Hotel, request

V−F−R traffic advisories.”

2. Many FSSs are equipped with Remote

Communications Outlets (RCOs) and can transmit on

the same frequency at more than one location. The

frequencies available at specific locations are

indicated on charts above FSS communications

boxes. To enable the specialist to utilize the correct

transmitter, advise the location and the frequency on

which you expect a reply.

EXAMPLE−

St. Louis FSS can transmit on frequency 122.3 at either

Farmington, Missouri, or Decatur, Illinois, if you are in the

vicinity of Decatur, your callup should be “Saint Louis

radio, Piper Six Niner Six Yankee, receiving Decatur One

Two Two Point Three.”

3. If radio reception is reasonably assured,

inclusion of your request, your position or altitude,

and the phrase “(ATIS) Information Charlie

received” in the initial contact helps decrease radio

frequency congestion. Use discretion; do not

overload the controller with information unneeded or

superfluous. If you do not get a response from the

ground station, recheck your radios or use another

transmitter, but keep the next contact short.

EXAMPLE−

“Atlanta Center, Duke Four One Romeo, request V−F−R

traffic advisories, Twenty Northwest Rome, seven thousand

five hundred, over.”

b. Initial Contact When Your Transmitting and

Receiving Frequencies are Different.

1. If you are attempting to establish contact with

a ground station and you are receiving on a different

frequency than that transmitted, indicate the VOR

name or the frequency on which you expect a reply.

Most FSSs and control facilities can transmit on

several VOR stations in the area. Use the appropriate

FSS call sign as indicated on charts.

EXAMPLE−

New York FSS transmits on the Kennedy, the Hampton, and

the Calverton VORTACs. If you are in the Calverton area,

your callup should be “New York radio, Cessna Three One

Six Zero Foxtrot, receiving Calverton V−O−R, over.”

2. If the chart indicates FSS frequencies above

the VORTAC or in the FSS communications boxes,

transmit or receive on those frequencies nearest your

location.

3. When unable to establish contact and you

wish to call any ground station, use the phrase “ANY

RADIO (tower) (station), GIVE CESSNA THREE

ONE SIX ZERO FOXTROT A CALL ON

(frequency) OR (V−O−R).” If an emergency exists or

you need assistance, so state.

c. Subsequent Contacts and Responses to

Callup from a Ground Facility.

Use the same format as used for the initial contact

except you should state your message or request with

the callup in one transmission. The ground station

name and the word “Over” may be omitted if the

message requires an obvious reply and there is no

possibility for misunderstandings. You should

acknowledge all callups or clearances unless the

controller or FSS specialist advises otherwise. There

are some occasions when controllers must issue

time-critical instructions to other aircraft, and they

may be in a position to observe your response, either

visually or on radar. If the situation demands your

response, take appropriate action or immediately

advise the facility of any problem. Acknowledge with

your aircraft identification, either at the beginning or

at the end of your transmission, and one of the words

“Wilco,” “Roger,” “Affirmative,” “Negative,” or

other appropriate remarks; e.g., “PIPER TWO ONE

FOUR LIMA, ROGER.” If you have been receiving

services; e.g., VFR traffic advisories and you are

leaving the area or changing frequencies, advise the

ATC facility and terminate contact.

d. Acknowledgement of Frequency Changes.

1. When advised by ATC to change frequencies,

acknowledge the instruction. If you select the new

frequency without an acknowledgement, the controller’s

workload is increased because there is no way of

knowing whether you received the instruction or have

had radio communications failure.

12/10/15 AIM

Radio Communications Phraseology 4−2−3

2. At times, a controller/specialist may be

working a sector with multiple frequency assignments.

In order to eliminate unnecessary verbiage

and to free the controller/specialist for higher priority

transmissions, the controller/specialist may request

the pilot “(Identification), change to my frequency

123.4.” This phrase should alert the pilot that the

controller/specialist is only changing frequencies, not

controller/specialist, and that initial callup phraseology

may be abbreviated.

EXAMPLE−

“United Two Twenty−Two on one two three point four” or

“one two three point four, United Two Twenty−Two.”

e. Compliance with Frequency Changes.

When instructed by ATC to change frequencies,

select the new frequency as soon as possible unless

instructed to make the change at a specific time, fix,

or altitude. A delay in making the change could result

in an untimely receipt of important information. If

you are instructed to make the frequency change at a

specific time, fix, or altitude, monitor the frequency

you are on until reaching the specified time, fix, or

altitudes unless instructed otherwise by ATC.

REFERENCE−

AIM, Paragraph 5−3−1 , ARTCC Communications

4−2−4. Aircraft Call Signs

a. Precautions in the Use of Call Signs.

1. Improper use of call signs can result in pilots

executing a clearance intended for another aircraft.

Call signs should never be abbreviated on an initial

contact or at any time when other aircraft call signs

have similar numbers/sounds or identical letters/

number; e.g., Cessna 6132F, Cessna 1622F,

Baron 123F, Cherokee 7732F, etc.

EXAMPLE−

Assume that a controller issues an approach clearance to

an aircraft at the bottom of a holding stack and an aircraft

with a similar call sign (at the top of the stack)

acknowledges the clearance with the last two or three

numbers of the aircraft’s call sign. If the aircraft at the

bottom of the stack did not hear the clearance and

intervene, flight safety would be affected, and there would

be no reason for either the controller or pilot to suspect that

anything is wrong. This kind of “human factors” error can

strike swiftly and is extremely difficult to rectify.

2. Pilots, therefore, must be certain that aircraft

identification is complete and clearly identified

before taking action on an ATC clearance. ATC

specialists will not abbreviate call signs of air carrier

or other civil aircraft having authorized call signs.

ATC specialists may initiate abbreviated call signs of

other aircraft by using the prefix and the last three

digits/letters of the aircraft identification after

communications are established. The pilot may use

the abbreviated call sign in subsequent contacts with

the ATC specialist. When aware of similar/identical

call signs, ATC specialists will take action to

minimize errors by emphasizing certain numbers/letters,

by repeating the entire call sign, by repeating the

prefix, or by asking pilots to use a different call sign

temporarily. Pilots should use the phrase “VERIFY

CLEARANCE FOR (your complete call sign)” if

doubt exists concerning proper identity.

3. Civil aircraft pilots should state the aircraft

type, model or manufacturer’s name, followed by the

digits/letters of the registration number. When the

aircraft manufacturer’s name or model is stated, the

prefix “N” is dropped; e.g., Aztec Two Four Six Four

Alpha.

EXAMPLE−

1. Bonanza Six Five Five Golf.

2. Breezy Six One Three Romeo Experimental (omit

“Experimental” after initial contact).

4. Air Taxi or other commercial operators not

having FAA authorized call signs should prefix their

normal identification with the phonetic word

“Tango.”

EXAMPLE−

Tango Aztec Two Four Six Four Alpha.

5. Air carriers and commuter air carriers having

FAA authorized call signs should identify themselves

by stating the complete call sign (using group form

for the numbers) and the word “super” or “heavy” if

appropriate.

EXAMPLE−

1. United Twenty−Five Heavy.

2. Midwest Commuter Seven Eleven.

6. Military aircraft use a variety of systems

including serial numbers, word call signs, and

combinations of letters/numbers. Examples include

Army Copter 48931; Air Force 61782; REACH

31792; Pat 157; Air Evac 17652; Navy Golf Alfa

Kilo 21; Marine 4 Charlie 36, etc.

AIM 12/10/15

4−2−4 Radio Communications Phraseology

b. Air Ambulance Flights.

Because of the priority afforded air ambulance flights

in the ATC system, extreme discretion is necessary

when using the term “MEDEVAC.” It is only

intended for those missions of an urgent medical

nature and to be utilized only for that portion of the

flight requiring expeditious handling. When requested

by the pilot, necessary notification to

expedite ground handling of patients, etc., is provided

by ATC; however, when possible, this information

should be passed in advance through non−ATC

communications systems.

1. Civilian air ambulance flights responding to

medical emergencies (first call to an accident scene,

carrying patients, organ donors, organs, or other

urgently needed lifesaving medical material) will be

expedited by ATC when necessary. When expeditious

handling is necessary, include the word

“MEDEVAC” in the flight plan per paragraphs 5−1−8

and 5−1−9. In radio communications, use the call

sign“MEDEVAC,” followed by the aircraft registration

letters/numbers.

EXAMPLE−

MEDEVAC Two Six Four Six.

2. Similar provisions have been made for the use

of “AIR EVAC” and “HOSP” by air ambulance

flights, except that these flights will receive priority

handling only when specifically requested.

3. Air carrier and air taxi flights responding to

medical emergencies will also be expedited by ATC

when necessary. The nature of these medical

emergency flights usually concerns the transportation

of urgently needed lifesaving medical materials

or vital organs. IT IS IMPERATIVE THAT THE

COMPANY/PILOT DETERMINE, BY THE

NATURE/URGENCY OF THE SPECIFIC

MEDICAL CARGO, IF PRIORITY ATC ASSISTANCE

IS REQUIRED. Pilots must include the word

“MEDEVAC” in the flight plan per paragraphs 5−1−8

and 5−1−9, and use the call sign “MEDEVAC,”

followed by the company name and flight number for

all transmissions when expeditious handling is

required. It is important for ATC to be aware of

“MEDEVAC” status, and it is the pilot’s responsibility

to ensure that this information is provided to ATC.

EXAMPLE−

MEDEVAC Delta Thirty−Seven.

c. Student Pilots Radio Identification.

1. The FAA desires to help student pilots in

acquiring sufficient practical experience in the

environment in which they will be required to

operate. To receive additional assistance while

operating in areas of concentrated air traffic, student

pilots need only identify themselves as a student pilot

during their initial call to an FAA radio facility.

EXAMPLE−

Dayton tower, Fleetwing One Two Three Four, student

pilot.

2. This special identification will alert FAA

ATC personnel and enable them to provide student

pilots with such extra assistance and consideration as

they may need. It is recommended that student pilots

identify themselves as such, on initial contact with

each clearance delivery prior to taxiing, ground

control, tower, approach and departure control

frequency, or FSS contact.

4−2−5. Description of Interchange or

Leased Aircraft

a. Controllers issue traffic information based on

familiarity with airline equipment and color/

markings. When an air carrier dispatches a flight

using another company’s equipment and the pilot

does not advise the terminal ATC facility, the possible

confusion in aircraft identification can compromise

safety.

b. Pilots flying an “interchange” or “leased”

aircraft not bearing the colors/markings of the

company operating the aircraft should inform the

terminal ATC facility on first contact the name of the

operating company and trip number, followed by the

company name as displayed on the aircraft, and

aircraft type.

EXAMPLE−

Air Cal Three Eleven, United (interchange/lease),

Boeing Seven Two Seven.

4−2−6. Ground Station Call Signs

Pilots, when calling a ground station, should begin

with the name of the facility being called followed by

the type of the facility being called as indicated in

TBL 4−2−1.

12/10/15 Radio Communications Phraseology 4−2−5

TBL 4−2−1

Calling a Ground Station

Facility Call Sign

Airport UNICOM “Shannon UNICOM”

FAA Flight Service Station “Chicago Radio”

Airport Traffic Control

Tower

“Augusta Tower”

Clearance Delivery Position

(IFR)

“Dallas Clearance

Delivery”

Ground Control Position in

Tower

“Miami Ground”

Radar or Nonradar

Approach Control Position

“Oklahoma City

Approach”

Radar Departure Control

Position

“St. Louis Departure”

FAA Air Route Traffic

Control Center

“Washington Center”

4−2−7. Phonetic Alphabet

The International Civil Aviation Organization

(ICAO) phonetic alphabet is used by FAA personnel

when communications conditions are such that the

information cannot be readily received without their

use. ATC facilities may also request pilots to use

phonetic letter equivalents when aircraft with similar

sounding identifications are receiving communications

on the same frequency. Pilots should use the

phonetic alphabet when identifying their aircraft

during initial contact with air traffic control facilities.

Additionally, use the phonetic equivalents for single

letters and to spell out groups of letters or difficult

words during adverse communications conditions.

(See TBL 4−2−2.)

TBL 4−2−2

Phonetic Alphabet/Morse Code

Character Morse Code Telephony

Phonic

(Pronunciation)

A _ _ Alfa (AL−FAH)

B _ _ _ _ Bravo (BRAH−VOH)

C _ _ _ _ Charlie (CHAR−LEE) or

(SHAR−LEE)

D _ _ _ Delta (DELL−TAH)

E _ Echo (ECK−OH)

F _ _ _ _ Foxtrot (FOKS−TROT)

G _ _ _ Golf (GOLF)

H _ _ _ _ Hotel (HOH−TEL)

I _ _ India (IN−DEE−AH)

J _ _ _ _ Juliett (JEW−LEE−ETT)

K _ _ _ Kilo (KEY−LOH)

L _ _ _ _ Lima (LEE−MAH)

M _ _ Mike (MIKE)

N _ _ November (NO−VEM−BER)

O _ _ _ Oscar (OSS−CAH)

P _ _ _ _ Papa (PAH−PAH)

Q _ _ _ _ Quebec (KEH−BECK)

R _ _ _ Romeo (ROW−ME−OH)

S _ _ _ Sierra (SEE−AIR−RAH)

T _ Tango (TANG−GO)

U _ _ _ Uniform (YOU−NEE−FORM) or

(OO−NEE−FORM)

V _ _ _ _ Victor (VIK−TAH)

W _ _ _ Whiskey (WISS−KEY)

X _ _ _ _ Xray (ECKS−RAY)

Y _ _ _ _ Yankee (YANG−KEY)

Z _ _ _ _ Zulu (ZOO−LOO)

1 _ _ _ _ _ One (WUN)

2 _ _ _ _ _ Two (TOO)

3 _ _ _ _ _ Three (TREE)

4 _ _ _ _ _ Four (FOW−ER)

5 _ _ _ _ _ Five (FIFE)

6 _ _ _ _ _ Six (SIX)

7 _ _ _ _ _ Seven (SEV−EN)

8 _ _ _ _ _ Eight (AIT)

9 _ _ _ _ _ Nine (NIN−ER)

0 _ _ _ _ _ Zero (ZEE−RO)

5/26/16 AIM

AIM 12/10/15

4−2−6 Radio Communications Phraseology

4−2−8. Figures

a. Figures indicating hundreds and thousands in

round number, as for ceiling heights, and upper wind

levels up to 9,900 must be spoken in accordance with

the following.

EXAMPLE−

1. 500 . . . . . . . . five hundred

2. 4,500 . . . . . . four thousand five hundred

b. Numbers above 9,900 must be spoken by

separating the digits preceding the word “thousand.”

EXAMPLE−

1. 10,000 . . . . . one zero thousand

2. 13,500 . . . . . one three thousand five hundred

c. Transmit airway or jet route numbers as follows.

EXAMPLE−

1. V12 . . . . . . . Victor Twelve

2. J533 . . . . . . . J Five Thirty−Three

d. All other numbers must be transmitted by

pronouncing each digit.

EXAMPLE−

10 . . . . . . . . . . . one zero

e. When a radio frequency contains a decimal

point, the decimal point is spoken as “POINT.”

EXAMPLE−

122.1 . . . . . . . . . one two two point one

NOTE−

ICAO procedures require the decimal point be spoken as

“DECIMAL.” The FAA will honor such usage by military

aircraft and all other aircraft required to use ICAO

procedures.

4−2−9. Altitudes and Flight Levels

a. Up to but not including 18,000 feet MSL, state

the separate digits of the thousands plus the hundreds

if appropriate.

EXAMPLE−

1. 12,000 . . . . . one two thousand

2. 12,500 . . . . . one two thousand five hundred

b. At and above 18,000 feet MSL (FL 180), state

the words “flight level” followed by the separate

digits of the flight level.

EXAMPLE−

1. 190 . . . . . . . . Flight Level One Niner Zero

2. 275 . . . . . . . . Flight Level Two Seven Five

4−2−10. Directions

The three digits of bearing, course, heading, or wind

direction should always be magnetic. The word

“true” must be added when it applies.

EXAMPLE−

1. (Magnetic course) 005 . . . . . . zero zero five

2. (True course) 050 . . . . . . . . . . zero five zero true

3. (Magnetic bearing) 360 . . . . . three six zero

4. (Magnetic heading) 100 . . . . . heading one zero

zero

5. (Wind direction) 220 . . . . . . . . wind two two zero

4−2−11. Speeds

The separate digits of the speed followed by the word

“KNOTS.” Except, controllers may omit the word

“KNOTS” when using speed adjustment procedures;

e.g., “REDUCE/INCREASE SPEED TO TWO

FIVE ZERO.”

EXAMPLE−

(Speed) 250 . . . . . . . . . . . . . . . . . two five zero knots

(Speed) 190 . . . . . . . . . . . . . . . . . one niner zero knots

The separate digits of the Mach Number preceded by

“Mach.”

EXAMPLE−

(Mach number) 1.5 . . . . . . . . . . . . Mach one point five

(Mach number) 0.64 . . . . . . . . . . . Mach point six four

(Mach number) 0.7 . . . . . . . . . . . . Mach point seven

4−2−12. Time

a. FAA uses Coordinated Universal Time (UTC)

for all operations. The word “local” or the time zone

equivalent must be used to denote local when local

time is given during radio and telephone communications.

The term “Zulu” may be used to denote UTC.

EXAMPLE−

0920 UTC . . . . . zero niner two zero,

zero one two zero pacific or local,

or one twenty AM

12/10/15 AIM

Radio Communications Phraseology 4−2−7

b. To convert from Standard Time to Coordinated

Universal Time:

TBL 4−2−3

Standard Time to Coordinated Universal Time

Eastern Standard Time . . . . . . . . .

Central Standard Time . . . . . . . . .

Mountain Standard Time . . . . . . .

Pacific Standard Time . . . . . . . . .

Alaska Standard Time . . . . . . . . .

Hawaii Standard Time . . . . . . . . .

Add 5 hours

Add 6 hours

Add 7 hours

Add 8 hours

Add 9 hours

Add 10 hours

NOTE−

For daylight time, subtract 1 hour.

c. A reference may be made to local daylight or

standard time utilizing the 24−hour clock system. The

hour is indicated by the first two figures and the

minutes by the last two figures.

EXAMPLE−

0000 . . . . . . . . . . . . . . . . . . . . . . . zero zero zero zero

0920 . . . . . . . . . . . . . . . . . . . . . . . zero niner two zero

d. Time may be stated in minutes only

(two figures) in radiotelephone communications

when no misunderstanding is likely to occur.

e. Current time in use at a station is stated in the

nearest quarter minute in order that pilots may use this

information for time checks. Fractions of a quarter

minute less than 8 seconds are stated as the preceding

quarter minute; fractions of a quarter minute of

8 seconds or more are stated as the succeeding quarter

minute.

EXAMPLE−

0929:05 . . . . . . time, zero niner two niner

0929:10 . . . . . . time, zero niner two niner and

one−quarter

4−2−13. Communications with Tower when

Aircraft Transmitter or Receiver or Both are

Inoperative

a. Arriving Aircraft.

1. Receiver inoperative.

(a) If you have reason to believe your receiver

is inoperative, remain outside or above the Class D

surface area until the direction and flow of traffic has

been determined; then, advise the tower of your type

aircraft, position, altitude, intention to land, and

request that you be controlled with light signals.

REFERENCE−

AIM, Paragraph 4−3−13 , Traffic Control Light Signals

(b) When you are approximately 3 to 5 miles

from the airport, advise the tower of your position and

join the airport traffic pattern. From this point on,

watch the tower for light signals. Thereafter, if a

complete pattern is made, transmit your position

downwind and/or turning base leg.

2. Transmitter inoperative. Remain outside

or above the Class D surface area until the direction

and flow of traffic has been determined; then, join the

airport traffic pattern. Monitor the primary local

control frequency as depicted on Sectional Charts for

landing or traffic information, and look for a light

signal which may be addressed to your aircraft.

During hours of daylight, acknowledge tower

transmissions or light signals by rocking your wings.

At night, acknowledge by blinking the landing or

navigation lights. To acknowledge tower transmissions

during daylight hours, hovering helicopters will

turn in the direction of the controlling facility and

flash the landing light. While in flight, helicopters

should show their acknowledgement of receiving a

transmission by making shallow banks in opposite

directions. At night, helicopters will acknowledge

receipt of transmissions by flashing either the landing

or the search light.

3. Transmitter and receiver inoperative.

Remain outside or above the Class D surface area

until the direction and flow of traffic has been

determined; then, join the airport traffic pattern and

maintain visual contact with the tower to receive light

signals. Acknowledge light signals as noted above.

b. Departing Aircraft. If you experience radio

failure prior to leaving the parking area, make every

effort to have the equipment repaired. If you are

unable to have the malfunction repaired, call the

tower by telephone and request authorization to

depart without two-way radio communications. If

tower authorization is granted, you will be given

departure information and requested to monitor the

tower frequency or watch for light signals as

appropriate. During daylight hours, acknowledge

tower transmissions or light signals by moving the

ailerons or rudder. At night, acknowledge by blinking

the landing or navigation lights. If radio malfunction

AIM 12/10/15

4−2−8 Radio Communications Phraseology

occurs after departing the parking area, watch the

tower for light signals or monitor tower frequency.

REFERENCE−

14 CFR Section 91.125 and 14 CFR Section 91.129.

4−2−14. Communications for VFR Flights

a. FSSs and Supplemental Weather Service

Locations (SWSLs) are allocated frequencies for

different functions; for example, in Alaska, certain

FSSs provide Local Airport Advisory on 123.6 MHz

or other frequencies which can be found in the Chart

Supplement U.S. If you are in doubt as to what

frequency to use, 122.2 MHz is assigned to the

majority of FSSs as a common en route simplex

frequency.

NOTE−

In order to expedite communications, state the frequency

being used and the aircraft location during initial callup.

EXAMPLE−

Dayton radio, November One Two Three Four Five on one

two two point two, over Springfield V−O−R, over.

b. Certain VOR voice channels are being utilized

for recorded broadcasts; i.e., ATIS, HIWAS, etc.

These services and appropriate frequencies are listed

in the Chart Supplement U.S. On VFR flights, pilots

are urged to monitor these frequencies. When in

contact with a control facility, notify the controller if

you plan to leave the frequency to monitor these

broadcasts.

PA.III.A.S3

Acknowledge radio communications and comply with instructions.

Always respond to atc radio calls, req. to repeat if unclear

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. Towered See above, Radio Communications/Phraseology Non-Towered AIM, 4-1-2 4−1−9. Traffic Advisory Practices at Airports Without Operating Control Towers a. Airport Operations Without Operating Control Tower 1. There is no substitute for alertness while in the vicinity of an airport. It is essential that pilots be alert and look for other traffic and exchange traffic information when approaching or departing an airport without an operating control tower. This is of particular importance since other aircraft may not have communication capability or, in some cases, pilots may not communicate their presence or intentions when operating into or out of such airports. To achieve the greatest degree of safety, it is essential that all radio-equipped aircraft transmit/receive on a common frequency identified for the purpose of airport advisories. 2. An airport may have a full or part-time tower or FSS located on the airport, a full or part-time UNICOM station or no aeronautical station at all. There are three ways for pilots to communicate their intention and obtain airport/traffic information when operating at an airport that does not have an operating tower: by communicating with an FSS, a UNICOM operator, or by making a self-announce broadcast. NOTE− FSS airport advisories are available only in Alaska. 3. Many airports are now providing completely automated weather, radio check capability and airport advisory information on an automated UNICOM system. These systems offer a variety of features, typically selectable by microphone clicks, on the UNICOM frequency. Availability of the automated UNICOM will be published in the Chart Supplement U.S. and approach charts. b. Communicating on a Common Frequency 1. The key to communicating at an airport without an operating control tower is selection of the correct common frequency. The acronym CTAF which stands for Common Traffic Advisory Frequency, is synonymous with this program. A CTAF is a frequency designated for the purpose of carrying out airport advisory practices while operating to or from an airport without an operating control tower. The CTAF may be a UNICOM, MULTICOM, FSS, or tower frequency and is identified in appropriate aeronautical publications. NOTE− FSS frequencies are available only in Alaska. A71I1M0.65R CHG 2 34//1257//017 12/10/15 Services Available to Pilots 4−1−3 TBL 4−1−1 2. CTAF (Alaska Only). In Alaska, a CTAF may also be designated for the purpose of carrying out advisory practices while operating in designated areas with a high volume of VFR traffic. 3. The CTAF frequency for a particular airport or area is contained in the Chart Supplement U.S., Chart Supplement Alaska, Alaska Terminal Publication, Instrument Approach Procedure Charts, and Instrument Departure Procedure (DP) Charts. Also, the CTAF frequency can be obtained by contacting any FSS. Use of the appropriate CTAF, combined with a visual alertness and application of the following recommended good operating practices, will enhance safety of flight into and out of all uncontrolled airports. c. Recommended Traffic Advisory Practices 1. Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10 miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from start-up, during taxi, and until 10 miles from the airport unless the CFRs or local procedures require otherwise. 2. Pilots of aircraft conducting other than arriving or departing operations at altitudes normally used by arriving and departing aircraft should monitor/communicate on the appropriate frequency while within 10 miles of the airport unless required to do otherwise by the CFRs or local procedures. Such 5/26/16 AIM AIM 12/10/15 4−1−4 Services Available to Pilots operations include parachute jumping/dropping, en route, practicing maneuvers, etc. 3. In Alaska, pilots of aircraft conducting other than arriving or departing operations in designated CTAF areas should monitor/communicate on the appropriate frequency while within the designated area, unless required to do otherwise by CFRs or local procedures. Such operations include parachute jumping/dropping, en route, practicing maneuvers, etc. REFERENCE− AIM, Paragraph 3−5−4 , Parachute Jump Aircraft Operations d. Airport Advisory/Information Services Provided by a FSS 1. There are two advisory type services provided at selected airports. (a) Local Airport Advisory (LAA) is available only in Alaska and provided at airports that have a FSS physically located on the airport, which does not have a control tower or where the tower is operated on a part−time basis. The CTAF for LAA airports is disseminated in the appropriate aeronautical publications. (b) Remote Airport Information Service (RAIS) is provided in support of special events at nontowered airports by request from the airport authority. 2. In communicating with a CTAF FSS, check the airport’s automated weather and establish two−way communications before transmitting outbound/ inbound intentions or information. An inbound aircraft should initiate contact approximately 10 miles from the airport, reporting aircraft identification and type, altitude, location relative to the airport, intentions (landing or over flight), possession of the automated weather, and request airport advisory or airport information service. A departing aircraft should initiate contact before taxiing, reporting aircraft identification and type, VFR or IFR, location on the airport, intentions, direction of take−off, possession of the automated weather, and request airport advisory or information service. Also, report intentions before taxiing onto the active runway for departure. If you must change frequencies for other service after initial report to FSS, return to FSS frequency for traffic update. (a) Inbound EXAMPLE− Vero Beach radio, Centurion Six Niner Delta Delta is ten miles south, two thousand, landing Vero Beach. I have the automated weather, request airport advisory. (b) Outbound EXAMPLE− Vero Beach radio, Centurion Six Niner Delta Delta, ready to taxi to runway 22, VFR, departing to the southwest. I have the automated weather, request airport advisory. 3. Airport advisory service includes wind direction and velocity, favored or designated runway, altimeter setting, known airborne and ground traffic, NOTAMs, airport taxi routes, airport traffic pattern information, and instrument approach procedures. These elements are varied so as to best serve the current traffic situation. Some airport managers have specified that under certain wind or other conditions designated runways be used. Pilots should advise the FSS of the runway they intend to use. CAUTION− All aircraft in the vicinity of an airport may not be in communication with the FSS. e. Information Provided by Aeronautical Advisory Stations (UNICOM) 1. UNICOM is a nongovernment air/ground radio communication station which may provide airport information at public use airports where there is no tower or FSS. 2. On pilot request, UNICOM stations may provide pilots with weather information, wind direction, the recommended runway, or other necessary information. If the UNICOM frequency is designated as the CTAF, it will be identified in appropriate aeronautical publications. f. Unavailability of Information from FSS or UNICOM Should LAA by an FSS or Aeronautical Advisory Station UNICOM be unavailable, wind and weather information may be obtainable from nearby controlled airports via Automatic Terminal Information Service (ATIS) or Automated Weather Observing System (AWOS) frequency. g. Self-Announce Position and/or Intentions 1. General. Self-announce is a procedure whereby pilots broadcast their position or intended flight activity or ground operation on the designated CTAF. This procedure is used primarily at airports which do not have an FSS on the airport. The A71I1M0.65R CHG 2 35//1256//0167 12/10/15 Services Available to Pilots 4−1−5 self-announce procedure should also be used if a pilot is unable to communicate with the FSS on the designated CTAF. Pilots stating, “Traffic in the area, please advise” is not a recognized Self−Announce Position and/or Intention phrase and should not be used under any condition. 2. If an airport has a tower and it is temporarily closed, or operated on a part-time basis and there is no FSS on the airport or the FSS is closed, use the CTAF to self-announce your position or intentions. 3. Where there is no tower, FSS, or UNICOM station on the airport, use MULTICOM frequency 122.9 for self-announce procedures. Such airports will be identified in appropriate aeronautical information publications. 4. Practice Approaches. Pilots conducting practice instrument approaches should be particularly alert for other aircraft that may be departing in the opposite direction. When conducting any practice approach, regardless of its direction relative to other airport operations, pilots should make announcements on the CTAF as follows: (a) Departing the final approach fix, inbound (nonprecision approach) or departing the outer marker or fix used in lieu of the outer marker, inbound (precision approach); (b) Established on the final approach segment or immediately upon being released by ATC; (c) Upon completion or termination of the approach; and (d) Upon executing the missed approach procedure. 5. Departing aircraft should always be alert for arrival aircraft coming from the opposite direction. 6. Recommended self-announce phraseologies: It should be noted that aircraft operating to or from another nearby airport may be making self-announce broadcasts on the same UNICOM or MULTICOM frequency. To help identify one airport from another, the airport name should be spoken at the beginning and end of each self-announce transmission. (a) Inbound EXAMPLE− Strawn traffic, Apache Two Two Five Zulu, (position), (altitude), (descending) or entering downwind/base/final (as appropriate) runway one seven full stop, touch−and− go, Strawn. Strawn traffic Apache Two Two Five Zulu clear of runway one seven Strawn. (b) Outbound EXAMPLE− Strawn traffic, Queen Air Seven One Five Five Bravo (location on airport) taxiing to runway two six Strawn. Strawn traffic, Queen Air Seven One Five Five Bravo departing runway two six. Departing the pattern to the (direction), climbing to (altitude) Strawn. (c) Practice Instrument Approach EXAMPLE− Strawn traffic, Cessna Two One Four Three Quebec (position from airport) inbound descending through (altitude) practice (name of approach) approach runway three five Strawn. Strawn traffic, Cessna Two One Four Three Quebec practice (type) approach completed or terminated runway three five Strawn. h. UNICOM Communications Procedures 1. In communicating with a UNICOM station, the following practices will help reduce frequency congestion, facilitate a better understanding of pilot intentions, help identify the location of aircraft in the traffic pattern, and enhance safety of flight: (a) Select the correct UNICOM frequency. (b) State the identification of the UNICOM station you are calling in each transmission. (c) Speak slowly and distinctly. (d) Report approximately 10 miles from the airport, reporting altitude, and state your aircraft type, aircraft identification, location relative to the airport, state whether landing or overflight, and request wind information and runway in use. (e) Report on downwind, base, and final approach. (f) Report leaving the runway. 2. Recommended UNICOM phraseologies: (a) Inbound PHRASEOLOGY− FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT 10 MILES SOUTHEAST DESCENDING THROUGH (altitude) LANDING FREDERICK, REQUEST WIND AND RUNWAY INFORMATION FREDERICK. FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT ENTERING DOWNWIND/BASE/ 5/26/16 AIM AIM 12/10/15 4−1−6 Services Available to Pilots FINAL (as appropriate) FOR RUNWAY ONE NINER (full stop/touch−and−go) FREDERICK. FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT CLEAR OF RUNWAY ONE NINER FREDERICK. (b) Outbound PHRASEOLOGY− FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT (location on airport) TAXIING TO RUNWAY ONE NINER, REQUEST WIND AND TRAFFIC INFORMATION FREDERICK. FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT DEPARTING RUNWAY ONE NINER. “REMAINING IN THE PATTERN” OR “DEPARTING THE PATTERN TO THE (direction) (as appropriate)” FREDERICK. 4−1−10. IFR Approaches/Ground Vehicle Operations a. IFR Approaches. When operating in accordance with an IFR clearance and ATC approves a change to the advisory frequency, make an expeditious change to the CTAF and employ the recommended traffic advisory procedures. b. Ground Vehicle Operation. Airport ground vehicles equipped with radios should monitor the CTAF frequency when operating on the airport movement area and remain clear of runways/taxiways being used by aircraft. Radio transmissions from ground vehicles should be confined to safety-related matters. c. Radio Control of Airport Lighting Systems. Whenever possible, the CTAF will be used to control airport lighting systems at airports without operating control towers. This eliminates the need for pilots to change frequencies to turn the lights on and allows a continuous listening watch on a single frequency. The CTAF is published on the instrument approach chart and in other appropriate aeronautical information publications. For further details concerning radio controlled lights, see AC 150/5340−27, Air−to− Ground Radio Control of Airport Lighting Systems. 4−1−11. Designated UNICOM/MULTICOM Frequencies Frequency use a. The following listing depicts UNICOM and MULTICOM frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4−1−2.) TBL 4−1−2 Unicom/Multicom Frequency Usage Use Frequency Airports without an operating control tower. 122.700 122.725 122.800 122.975 123.000 123.050 123.075 (MULTICOM FREQUENCY) Activities of a temporary, seasonal, emergency nature or search and rescue, as well as, airports with no tower, FSS, or UNICOM. 122.900 (MULTICOM FREQUENCY) Forestry management and fire suppression, fish and game management and protection, and environmental monitoring and protection. 122.925 Airports with a control tower or FSS on airport. 122.950 NOTE− 1. In some areas of the country, frequency interference may be encountered from nearby airports using the same UNICOM frequency. Where there is a problem, UNICOM operators are encouraged to develop a “least interference” frequency assignment plan for airports concerned using the frequencies designated for airports without operating control towers. UNICOM licensees are encouraged to apply for UNICOM 25 kHz spaced channel frequencies. Due to the extremely limited number of frequencies with 50 kHz channel spacing, 25 kHz channel spacing should be implemented. UNICOM licensees may then request FCC to assign frequencies in accordance with the plan, which FCC will review and consider for approval. 2. Wind direction and runway information may not be available on UNICOM frequency 122.950. b. The following listing depicts other frequency uses as designated by the Federal Communications Commission (FCC). (See TBL 4−1−3.) A71I1M0.65R CHG 2 35//1256//0167 12/10/15 Services Available to Pilots 4−1−7 TBL 4−1−3 Other Frequency Usage Designated by FCC Use Frequency Air-to-air communication (private fixed wing aircraft). 122.750 Air-to-air communications (general aviation helicopters). 123.025 Aviation instruction, Glider, Hot Air Balloon (not to be used for advisory service). 123.300 123.500 4−1−12. Use of UNICOM for ATC Purposes UNICOM service may be used for ATC purposes, only under the following circumstances: a. Revision to proposed departure time. b. Takeoff, arrival, or flight plan cancellation time. c. ATC clearance, provided arrangements are made between the ATC facility and the UNICOM licensee to handle such messages. 4−1−13. Automatic Terminal Information Service (ATIS) a. ATIS is the continuous broadcast of recorded noncontrol information in selected high activity terminal areas. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information. The information is continuously broadcast over a discrete VHF radio frequency or the voice portion of a local NAVAID. Arrival ATIS transmissions on a discrete VHF radio frequency are engineered according to the individual facility requirements, which would normally be a protected service volume of 20 NM to 60 NM from the ATIS site and a maximum altitude of 25,000 feet AGL. In the case of a departure ATIS, the protected service volume cannot exceed 5 NM and 100 feet AGL. At most locations, ATIS signals may be received on the surface of the airport, but local conditions may limit the maximum ATIS reception distance and/or altitude. Pilots are urged to cooperate in the ATIS program as it relieves frequency congestion on approach control, ground control, and local control frequencies. The Chart Supplement U.S. indicates airports for which ATIS is provided. b. ATIS information includes: 1. Airport/facility name 2. Phonetic letter code 3. Time of the latest weather sequence (UTC) 4. Weather information consisting of: (a) Wind direction and velocity (b) Visibility (c) Obstructions to vision (d) Present weather consisting of: sky condition, temperature, dew point, altimeter, a density altitude advisory when appropriate, and other pertinent remarks included in the official weather observation 5. Instrument approach and runway in use. The ceiling/sky condition, visibility, and obstructions to vision may be omitted from the ATIS broadcast if the ceiling is above 5,000 feet and the visibility is more than 5 miles. The departure runway will only be given if different from the landing runway except at locations having a separate ATIS for departure. The broadcast may include the appropriate frequency and instructions for VFR arrivals to make initial contact with approach control. Pilots of aircraft arriving or departing the terminal area can receive the continuous ATIS broadcast at times when cockpit duties are least pressing and listen to as many repeats as desired. ATIS broadcast must be updated upon the receipt of any official hourly and special weather. A new recording will also be made when there is a change in other pertinent data such as runway change, instrument approach in use, etc. EXAMPLE− Dulles International information Sierra. One four zero zero zulu. Wind three five zero at eight. Visibility one zero. Ceiling four thousand five hundred broken. Temperature three four. Dew point two eight. Altimeter three zero one zero. ILS runway one right approach in use. Departing runway three zero. Advise on initial contact you have information sierra. c. Pilots should listen to ATIS broadcasts whenever ATIS is in operation. d. Pilots should notify controllers on initial contact that they have received the ATIS broadcast by repeating the alphabetical code word appended to the broadcast. 151/2/160/1/166 AIM AIM 12/10/15 4−1−8 Services Available to Pilots EXAMPLE− “Information Sierra received.” e. When a pilot acknowledges receipt of the ATIS broadcast, controllers may omit those items contained in the broadcast if they are current. Rapidly changing conditions will be issued by ATC and the ATIS will contain words as follows: EXAMPLE− “Latest ceiling/visibility/altimeter/wind/(other conditions) will be issued by approach control/tower.” NOTE− The absence of a sky condition or ceiling and/or visibility on ATIS indicates a sky condition or ceiling of 5,000 feet or above and visibility of 5 miles or more. A remark may be made on the broadcast, “the weather is better than 5000 and 5,” or the existing weather may be broadcast. f. Controllers will issue pertinent information to pilots who do not acknowledge receipt of a broadcast or who acknowledge receipt of a broadcast which is not current. g. To serve frequency limited aircraft, FSSs are equipped to transmit on the omnirange frequency at most en route VORs used as ATIS voice outlets. Such communication interrupts the ATIS broadcast. Pilots of aircraft equipped to receive on other FSS frequencies are encouraged to do so in order that these override transmissions may be kept to an absolute minimum. h. While it is a good operating practice for pilots to make use of the ATIS broadcast where it is available, some pilots use the phrase “have numbers” in communications with the control tower. Use of this phrase means that the pilot has received wind, runway, and altimeter information ONLY and the tower does not have to repeat this information. It does not indicate receipt of the ATIS broadcast and should never be used for this purpose. 4−1−14. Automatic Flight Information Service (AFIS) − Alaska FSSs Only a. AFIS is the continuous broadcast of recorded non−control information at airports in Alaska where an FSS provides local airport advisory service. Its purpose is to improve FSS specialist efficiency by reducing frequency congestion on the local airport advisory frequency. 1. The AFIS broadcast will automate the repetitive transmission of essential but routine information (for example, weather, favored runway, braking action, airport NOTAMs, etc.). The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS frequency). 2. Use of AFIS is not mandatory, but pilots who choose to utilize two−way radio communications with the FSS are urged to listen to AFIS, as it relieves frequency congestion on the local airport advisory frequency. AFIS broadcasts are updated upon receipt of any official hourly and special weather, and changes in other pertinent data. 3. When a pilot acknowledges receipt of the AFIS broadcast, FSS specialists may omit those items contained in the broadcast if they are current. When rapidly changing conditions exist, the latest ceiling, visibility, altimeter, wind or other conditions may be omitted from the AFIS and will be issued by the FSS specialist on the appropriate radio frequency. EXAMPLE− “Kotzebue information ALPHA. One six five five zulu. Wind, two one zero at five; visibility two, fog; ceiling one hundred overcast; temperature minus one two, dew point minus one four; altimeter three one zero five. Altimeter in excess of three one zero zero, high pressure altimeter setting procedures are in effect. Favored runway two six. Weather in Kotzebue surface area is below V−F−R minima − an ATC clearance is required. Contact Kotzebue Radio on 123.6 for traffic advisories and advise intentions. Notice to Airmen, Hotham NDB out of service. Transcribed Weather Broadcast out of service. Advise on initial contact you have ALPHA.” NOTE− The absence of a sky condition or ceiling and/or visibility on Alaska FSS AFIS indicates a sky condition or ceiling of 5,000 feet or above and visibility of 5 miles or more. A remark may be made on the broadcast, “the weather is better than 5000 and 5.” b. Pilots should listen to Alaska FSSs AFIS broadcasts whenever Alaska FSSs AFIS is in operation. NOTE− Some Alaska FSSs are open part time and/or seasonally. c. Pilots should notify controllers on initial contact that they have received the Alaska FSSs AFIS broadcast by repeating the phonetic alphabetic letter appended to the broadcast. EXAMPLE− “Information Alpha received.” d. While it is a good operating practice for pilots to make use of the Alaska FSS AFIS broadcast where it is available, some pilots use the phrase “have A71I1M0.65R CHG 2 34//1257//017 12/10/15 Services Available to Pilots 4−1−9 numbers” in communications with the FSS. Use of this phrase means that the pilot has received wind, runway, and altimeter information ONLY and the Alaska FSS does not have to repeat this information. It does not indicate receipt of the AFIS broadcast and should never be used for this purpose.
PA.III.B.K2	Runway selection for the current conditions. Into the wind, unless current tfc flow using a different rwy
PA.III.B.K3	Right-of-way rules. Title 14 - Aeronautics and Space Volume: 2Date: 2012-01-01Original Date: 2012-01-01Title: Section 91.113 - Right-of-way rules: Except water operations. Context: Title 14 - Aeronautics and Space. CHAPTER I - FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED). SUBCHAPTER F - AIR TRAFFIC AND GENERAL OPERATING RULES. PART 91 - GENERAL OPERATING AND FLIGHT RULES. Subpart B - Flight Rules. - General. § 91.113 Right-of-way rules: Except water operations. (a) Inapplicability. This section does not apply to the operation of an aircraft on water. (b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear. (c) In distress. An aircraft in distress has the right-of-way over all other air traffic. (d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. If the aircraft are of different categories—(1) A balloon has the right-of-way over any other category of aircraft;(2) A glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.(3) An airship has the right-of-way over a powered parachute, weight-shift-control aircraft, airplane, or rotorcraft. However, an aircraft towing or refueling other aircraft has the right-of-way over all other engine-driven aircraft. (e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right. (f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear. (g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft. Code of Federal Regulations / Title 14 - Aeronautics and Space / Vol. 2 / 2012-01-01706 [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as amended by Amdt. 91-282, 69 FR 44880, July 27, 2004] https://www.gpo.gov/fdsys/pkg/CFR-2012-title14-vol2/xml/CFR-2012-title14-vol2-sec91-113.xml
PA.III.B.K4	Use of automated weather and airport information. AWOS/ASOS (via Radio and telephone), ATIS (airport terminal 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. Rvw sectional for obstacles, monitor radio and 10 degree visual scanning techniques
PA.III.B.R2	Distractions, loss of situational awareness, and/or improper task management. Aviate FIRST, navigate, communicate
PA.III.B.R3	Wake turbulence and/or wind shear. Look for LLWS in TAFs, METARs, PIREPs Wake turbulence avoidance Land AFTER wake plane touchdown point Takeoff BEFORE wake plane lifted off.
Skills	The applicant demonstrates the ability to:
PA.III.B.S1	Properly identify and interpret airport/seaplane base runways, taxiways, markings, signs, and lighting. See Taxiing section for signs and markings Runways (white color lines, taxiways (yellow) Rwy lights (white), taxiways (blue lights) VASI, PAPI, ALS (see Chapter 2. Aeronautical Lighting and Other Airport Visual Aids, AIM)
PA.III.B.S2	Comply with recommended traffic pattern procedures. See CS and Sectional for traffic pttns, check notams for any changes (always left unless specifically designated right pttn)
PA.III.B.S3	Correct for wind drift to maintain the proper ground track. Use visual references on ground
PA.III.B.S4	Maintain orientation with the runway/landing area in use. Visual references
PA.III.B.S5	Maintain traffic pattern altitude, ±100 feet, and the appropriate airspeed, ±10 knots. Find TPA altitude in MSL(AGL) in CS Airspeed-100kts? See CS
PA.III.B.S6	Maintain situational awareness and proper spacing from other aircraft in the traffic pattern. Right of way rules Title 14 - Aeronautics and Space Volume: 2Date: 2012-01-01Original Date: 2012-01-01Title: Section 91.113 - Right-of-way rules: Except water operations.Context: Title 14 - Aeronautics and Space. CHAPTER I - FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED). SUBCHAPTER F - AIR TRAFFIC AND GENERAL OPERATING RULES. PART 91 - GENERAL OPERATING AND FLIGHT RULES. Subpart B - Flight Rules. - General. § 91.113 Right-of-way rules: Except water operations. (a) Inapplicability. This section does not apply to the operation of an aircraft on water. (b) General. When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft. When a rule of this section gives another aircraft the right-of-way, the pilot shall give way to that aircraft and may not pass over, under, or ahead of it unless well clear. (c) In distress. An aircraft in distress has the right-of-way over all other air traffic. (d) Converging. When aircraft of the same category are converging at approximately the same altitude (except head-on, or nearly so), the aircraft to the other's right has the right-of-way. If the aircraft are of different categories—(1) A balloon has the right-of-way over any other category of aircraft;(2) A glider has the right-of-way over an airship, powered parachute, weight-shift-control aircraft, airplane, or rotorcraft.(3) An airship has the right-of-way over a powered parachute, weight-shift-control aircraft, airplane, or rotorcraft. However, an aircraft towing or refueling other aircraft has the right-of-way over all other engine-driven aircraft. (e) Approaching head-on. When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter course to the right. (f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear. (g) Landing. Aircraft, while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface, except that they shall not take advantage of this rule to force an aircraft off the runway surface which has already landed and is attempting to make way for an aircraft on final approach. When two or more aircraft are approaching an airport for the purpose of landing, the aircraft at the lower altitude has the right-of-way, but it shall not take advantage of this rule to cut in front of another which is on final approach to land or to overtake that aircraft. Code of Federal Regulations / Title 14 - Aeronautics and Space / Vol. 2 / 2012-01-01706 [Doc. No. 18334, 54 FR 34294, Aug. 18, 1989, as amended by Amdt. 91-282, 69 FR 44880, July 27, 2004] https://www.gpo.gov/fdsys/pkg/CFR-2012-title14-vol2/xml/CFR-2012-title14-vol2-sec91-113.xml

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. See POH take off perf charts
PA.IV.A.K2	VX and VY. Vx-angle of climb, Vy max rate of climb
PA.IV.A.K3	Appropriate aircraft configuration. 10 deg. Flaps for short/soft field takeoff
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. See POH Perf charts Cross 91.103 rwy dist.
PA.IV.A.R2	Effects of:
PA.IV.A.R2a	a. Crosswind, to include exceeding maximum demonstrated crosswind component Maximum demonstrated crosswind component is 15 knots (not a limitation)., 172R POH
PA.IV.A.R2b	b. Wind shear LLWS, see METAR, TAF
PA.IV.A.R2c	c. Tailwind Longer gnd roll
PA.IV.A.R2d	d. Wake turbulence Avoid Take off before wake plane ldg point
PA.IV.A.R2e	e. Runway surface/condition/length Turf increases dist
PA.IV.A.R3	Abnormal operations, to include planning for:
PA.IV.A.R3a	a. Rejected takeoff Abort plan
PA.IV.A.R3b	b. Engine failure in takeoff/climb phase of flight Glide 65 knots Land straight ahead unless > 700 ft agl
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. Hand on throttle for full climb out
Skills	The applicant demonstrates the ability to:
PA.IV.A.S1	Complete the appropriate checklist. Takeoff checklist TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0°-10°. 2. Throttle -- FULL OPEN. 3. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). 4. Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS). 5. Climb Speed -- 70-80 KIAS. 6. Wing Flaps -- RETRACT.
PA.IV.A.S2	Make radio calls as appropriate. Upwind 20
PA.IV.A.S3	Verify assigned/correct runway.
PA.IV.A.S4	Ascertain wind direction with or without visible wind direction indicators. Note plane weather vane into wind
PA.IV.A.S5	Position the flight controls for the existing wind conditions. Ailerons fully banked into cross wind at beg. Of Take off roll
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). Clear final before entering rwy
PA.IV.A.S7	Confirm takeoff power; and proper engine and flight instrument indications prior to rotation (ASEL, AMEL). RPM-2200, gauges in green (Oil)
PA.IV.A.S8	Rotate and lift off at the recommended airspeed and accelerate to VY. Vr = 55knots
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. Vx=60 Vy=79
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. See KSAC CS for noise abatement

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. Ldg checklist LANDING NORMAL LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0°-10° below 110 KIAS, 10°-30° below 85 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIRST. 5. Landing Roll -- LOWER NOSE WHEEL GENTLY. 6. Braking -- MINIMUM REQUIRED.
PA.IV.B.S2	Make radio calls as appropriate. Dwnd, base, final
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). 500 ft markers
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. 1500/65 knots final Increase final speed for half gust factor
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), 172R POH doesn’t provide landing speed recommendation Actual touchdown should be made with power off and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. This procedure is especially important in rough or soft field landings. 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. Go Around BALKED LANDING 1. Throttle -- FULL OPEN. (push in all the way) 2. Wing Flaps -- RETRACT TO 20°. 3. Climb Speed -- 55 KIAS. 4. Wing Flaps -- 10° (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KIAS).
PA.IV.B.S12	Utilize runway incursion avoidance procedures. Go around

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. Right rudder
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. SOFT FIELD TAKEOFF (Soft field is not actually in the POH, I modified the Short field checklist) 1. Wing Flaps -- 10°. 2. Control wheel pull back, no brakes. 3. Throttle -- FULL OPEN. 4. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). 5. Pull control wheel lifting nose off rwy. 6. Elevator Control -- SLIGHTLY TAIL LOW. 7. When mains lift off at 55 knots, fly into Ground Effect until Vy (79knots), then climb out of ground effect 7. Climb Speed -- 79 KIAS (until clear of obstacles). 8. Wing Flaps -- RETRACT slowly after reaching 79 KIAS. 172R POH pg. 4-25 Soft or rough field takeoffs are performed with 10° flaps by lifting the airplane off the ground as soon as practical in a slightly tail low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a higher climb speed. When departing a soft field with an aft C.G. loading, the elevator trim should be adjusted towards the nose down direction to give comfortable control wheel forces during the initial climb.
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. Ailerons banked into wind
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. No brakes, hold control wheel back
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. Fly into ground effect
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. Consistent pwr settings, descent rate
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. 172R doesn’t have Soft Field landing checklist (Normal, Short) NORMAL LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0°-10° below 110 KIAS, 10°-30° below 85 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIRST. 5. Landing Roll -- LOWER NOSE WHEEL GENTLY. (Hold control wheel back as long as possible until nose comes down by itself) 6. Braking -- MINIMUM REQUIRED. Normal landing approaches can be made with power on or power off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Steep slips should be avoided with flap settings greater than 20° due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings. Actual touchdown should be made with power off and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. This procedure is especially important in rough or soft field landings.
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. 65 knots
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. BALKED LANDING 1. Throttle -- FULL OPEN. 2. Wing Flaps -- RETRACT TO 20°. 3. Climb Speed -- 55 KIAS. 4. Wing Flaps -- 10° (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KIAS). BALKED LANDING In a balked landing (go-around) climb, reduce the flap setting to 20° immediately after full power is applied. If obstacles must be cleared during the go-around climb, reduce the wing flap setting to 10° and maintain a safe airspeed until the obstacles are cleared. Above 3000 feet, lean the mixture to obtain maximum RPM. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps up climb speed.
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. AIRSPEEDS AIRSPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2450 pounds and may be used for any lesser weight. Takeoff: Normal Climb Out . . . . . . . . . . . . . . . . . . . . . . . . . 70-80 KIAS Short Field Takeoff, Flaps 10°, Speed at 50 Feet . . . . 57 KIAS Enroute Climb, Flaps Up: Normal, Sea Level . . . . . . . . . . . . . . . . . . . . . . . . 75-85 KIAS Normal, 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . 70-80 KIAS Best Rate-of-Climb, Sea Level . . . . . . . . . . . . . . . . . . 79 KIAS Best Rate-of-Climb, 10,000 Feet . . . . . . . . . . . . . . . . 71 KIAS Best Angle-of-Climb, Sea Level . . . . . . . . . . . . . . . . . 60 KIAS Best Angle-of-Climb, 10,000 Feet . . . . . . . . . . . . . . . 65 KIAS Landing Approach: Normal Approach, Flaps Up . . . . . . . . . . . . . . . . . 65-75 KIAS Normal Approach, Flaps 30° . . . . . . . . . . . . . . . . . 60-70 KIAS Short Field Approach, Flaps 30° . . . . . . . . . . . . . . . . 62 KIAS Balked Landing: Maximum Power, Flaps 20° . . . . . . . . . . . . . . . . . . . 55 KIAS Maximum Recommended Turbulent Air Penetration Speed: 2450 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 KIAS 2000 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 KIAS 1600 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing . . . . . . . . . . . . . . . . . . . . . . . . 15 KNOTS
PA.IV.E.K3	Appropriate aircraft configuration. 10 degrees of flaps
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 Abort – pwr idle, full braking
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. SHORT FIELD TAKEOFF 1. Wing Flaps -- 10°. 2. Brakes -- APPLY. 3. Throttle -- FULL OPEN. 4. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). 5. Brakes -- RELEASE. 6. Elevator Control -- SLIGHTLY TAIL LOW. 7. Climb Speed -- 57 KIAS (until all obstacles are cleared). 8. Wing Flaps -- RETRACT slowly after reaching 60 KIAS. WING FLAP SETTINGS Normal takeoffs are accomplished with wing flaps 0°-10°. Using 10° wing flaps reduces the ground roll and total distance over an obstacle by approximately 10 percent. Flap deflections greater than 10° are not approved for takeoff. If 10° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached. On a short field, 10° wing flaps and an obstacle clearance speed of 57 KIAS should be used.
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. Full pwr (2200), gauges in the green
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. Vr=55 Climb out at 57knots
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. Vy=79
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. SHORT FIELD LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps -- FULL DOWN (30°). 3. Airspeed -- 62 KIAS (until flare). 4. Power -- REDUCE to idle after clearing obstacle. 5. Touchdown -- MAIN WHEELS FIRST. 6. Brakes -- APPLY HEAVILY. 7. Wing Flaps -- RETRACT SHORT FIELD LANDING For a short field landing in smooth air conditions, make an approach at 62 KIAS with 30° flaps using enough power to control the glide path. (Slightly higher approach speeds should be used under turbulent air conditions.) After all approach obstacles are cleared, progressively reduce power and maintain the approach speed by lowering the nose of the airplane. Touchdown should be made with power off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold the control wheel full
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. Bank into the wind
PA.IV.M.K4	When and why a forward slip approach is used. Descend rapidly
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 (max 15 knots)
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. The fuel indicators should not be relied upon for accurate readings during skids, slips, or unusual attitudes.
Skills	The applicant demonstrates the ability to:
PA.IV.M.S1	Complete the appropriate checklist. 172R-POH, no checklist for Fwd slip to land (has a note to not exceed 20 degrees of flaps during maneuver) Using regular approach landing checklist Full Rudder, full opposite aileron (push cntl fwd), maintain approach speed (65knots) Steep slips should be avoided with flap settings greater than 20° due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings. NORMAL LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0°-10° below 110 KIAS, 10°-30° below 85 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIRST. 5. Landing Roll -- LOWER NOSE WHEEL GENTLY. 6. Braking -- MINIMUM REQUIRED.
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. Bank into the wind with fwd slip
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. If double about reaching target (200 ft. fm tchdwn pt-short fld ldg, Go Around)
PA.IV.N.R2	Delayed performance of go-around at low altitude.
PA.IV.N.R3	Improper application of power. Full pwr
PA.IV.N.R4	Improper aircraft configuration. Flaps up 10 degrees
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. BALKED LANDING 1. Throttle -- FULL OPEN. 2. Wing Flaps -- RETRACT TO 20°. 3. Climb Speed -- 55 KIAS. 4. Wing Flaps -- 10° (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KIAS). BALKED LANDING In a balked landing (go-around) climb, reduce the flap setting to 20° immediately after full power is applied. If obstacles must be cleared during the go-around climb, reduce the wing flap setting to 10° and maintain a safe airspeed until the obstacles are cleared. Above 3000 feet, lean the mixture to obtain maximum RPM. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps up climb speed.
PA.IV.N.S2	Make radio calls as appropriate.
PA.IV.N.S3	Make a timely decision to discontinue the approach to landing. Short field landing not going to make the 200 ft touchdown point
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. Retract 10 degrees
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. Get out of a canyon or confined space
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	c. Accelerated stalls Stall speed increases during a steep turn
PA.V.A.K2e	d. Rate and radius of turn Higher airspeed > radius of turn
PA.V.A.K2f	e. Effect of bank angle on stalls Inc. bank inc. stall speed
PA.V.A.K3	Altitude control at various airspeeds. Slower airspeed, less bank to maintain altitude
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. 90 knots
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. (cheater method, or if not able to hold the wheel pressure around the full turn) 3 spins of trim for left steep turn 4 rolls of spin for right steep turn. Push control wheel fwd at end of maneuver wheel removing trim that you added. https://www.youtube.com/watch?v=fVtYZIW2H28 (Schappert 2014), not sure if he is adding pwr and rddr in addtn to trim, esp rt rddr for rt steep turn? https://www.youtube.com/watch?v=z9F-sdmP4_M (2016) https://www.youtube.com/watch?v=9HCAeLNYD8E (2012)
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. Simulates pttn and practice circling around a point for law enforcement
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. Shallow bank on side wind is blowing, steep bank on side opposite of wind.
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. PHAK, ch16 pilotage—navigating by reference to visible landmarks, dead reckoning—computations of direction and distance from a known position, and radio navigation—by use of radio aids. Pilotage: Dead reckoning:
PA.VI.A.K2	Magnetic compass errors. ANDS NOSE Phak, 8-26 Southerly Turning Errors the center of gravity below the pivot point and making the assembly heavy enough that the vertical component of the magnetic force is too weak to tilt it significantly out of the horizontal plane. The compass can then work effectively at all latitudes without specific compensation for dip. However, close to the magnetic poles, the horizontal component of the Earth’s field is too small to align the compass which makes the compass unuseable for navigation. Because of this constraint, the compass only indicates correctly if the card is horizontal. Once tilted out of the horizontal plane, it will be affected by the vertical component of the Earth’s field which leads to the following discussions on northerly and southerly turning errors. Northerly Turning Errors The center of gravity of the float assembly is located lower than the pivotal point. As the aircraft turns, the force that results from the magnetic dip causes the float assembly to swing in the same direction that the float turns. The result is a false northerly turn indication. Because of this lead of the compass card, or float assembly, a northerly turn should be stopped prior to arrival at the desired heading. This compass error is amplified with the proximity to either magnetic pole. One rule of thumb to correct for this leading error is to stop the turn 15 degrees plus half of the latitude (i.e., if the aircraft is being operated in a position near 40 degrees latitude, the turn should be stopped 15+20=35 degrees prior to the desired heading). [Figure 8-36A] When turning in a southerly direction, the forces are such that the compass float assembly lags rather than leads. The result is a false southerly turn indication. The compass card, or float assembly, should be allowed to pass the desired heading prior to stopping the turn. As with the northerly error, this error is amplified with the proximity to either magnetic pole. To correct this lagging error, the aircraft should be allowed to pass the desired heading prior to stopping the turn. The same rule of 15 degrees plus half of the latitude applies here (i.e., if the aircraft is being operated in a position near 30 degrees latitude, the turn should be stopped 15+15+30 degrees after passing the desired heading). [Figure 8-36B] Acceleration Error The magnetic dip and the forces of inertia cause magnetic compass errors when accelerating and decelerating on easterly and westerly headings. Because of the penduloustype mounting, the aft end of the compass card is tilted upward when accelerating and downward when decelerating during changes of airspeed. When accelerating on either an easterly or westerly heading, the error appears as a turn indication toward north. When decelerating on either of these headings, the compass indicates a turn toward south. A mnemonic, or memory jogger, for the effect of acceleration error is the word “ANDS” (Acceleration- North/Deceleration-South) may help you to remember the acceleration error. [Figure 8-37] Acceleration causes an indication toward north; deceleration causes an indication toward south. Oscillation Error
PA.VI.A.K3	Topography.
PA.VI.A.K4	Selection of appropriate:
PA.VI.A.K4a	a. Route Direct if possible
PA.VI.A.K4b	c. Altitude(s) § 91.159 VFR cruising altitude or flight level. Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating an aircraft under VFR in level cruising flight more than 3,000 feet above the surface shall maintain the appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC: (a) When operating below 18,000 feet MSL and— (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). (b) When operating above 18,000 feet MSL, maintain the altitude or flight level assigned by ATC.
PA.VI.A.K4c	d. Checkpoints Easily visible
PA.VI.A.K5	Plotting a course, to include:
PA.VI.A.K5a	a. Determining heading, speed, and course TC+wca=TH+var=MH+dev=CH Speed=POH direct
PA.VI.A.K5b	b. Wind correction angle Use E6B
PA.VI.A.K5c	c. Estimating time, speed, and distance Dist=rate x time (rate=ground speed based on wind)
PA.VI.A.K5d	d. True airspeed and density altitude TAS=POH Density Alt=E6B or http://www.infojet.org/ias.php
PA.VI.A.K6	Power setting selection. POH perf charts
PA.VI.A.K7	Planned versus actual flight plan calculations and required corrections. Correct for winds/temp aloft changes, TAF cloud cover (chg altitude) may change altitude of cruise.
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. NavLog prepare and update for Winds/Temps aloft http://www.aviationweather.gov/windtemp http://www.aviationweather.gov/windtemp/data?region=sfo
PA.VI.A.S2	Navigate by pilotage. Vfr checkpoints
PA.VI.A.S3	Navigate by means of pre-computed headings, groundspeeds, and elapsed time. If reach pt before calculated time, ahead of schedule If reach pt after calculated time, behind schedule.
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. Verify with checkpoint
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). VOR Line of sight signal Navigate to VOR with a TO heading, FR for position determination with cross radials NDB Not line of sight signal
PA.VI.B.K2	Satellite-based navigation (e.g., equipment, regulations, authorized use of databases, and Receiver Autonomous Integrity Monitoring (RAIM)). GPS systems RAIM increases accuracy of signal
PA.VI.B.K3	Radar assistance to VFR aircraft (e.g., operations, equipment, available services, traffic advisories). VFR tfc advsys, vectoring if lost,
PA.VI.B.K4	Transponder (Mode(s) A, C, and S). Mode A-only provides squawk code (1200) to atc Mode C=Altitude rptg + code (1200) Mode S= Mode-S employs airborne transponders to provide altitude and identification data https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes https://en.wikipedia.org/wiki/Aviation_transponder_interrogation_modes http://skybrary.aero/index.php/Mode_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. GPS nearest apt VOR navigate TO
PA.VI.B.S2	Determine the airplane’s position using the navigation system. GPS Nearest VOR cross radials FROM
PA.VI.B.S3	Intercept and track a given course, radial, or bearing, as appropriate. VOR See aviation101.org for good explanation of VOR correct use
PA.VI.B.S4	Recognize and describe the indication of station or waypoint passage, if appropriate. VOR signal lost when on top (cone of confusion)
PA.VI.B.S5	Recognize signal loss and take appropriate action. Re-program correct freq or use different system
PA.VI.B.S6	Use proper communication procedures when utilizing radar services. AIM atc phraseology, request flight following.
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. c
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. Use VOR for Mag Hdg
PA.VI.C.S3	Maintain the appropriate altitude, ±200 feet and heading, ±15°.
PA.VI.C.S4	Update/interpret weather in flight. AWOS at nearest apt
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. VOR cross radials, visual landmarks
PA.VI.D.K2	Assistance available if lost (e.g. radar services, communication procedures). Atc
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. GPS nearest is fastest method to determine position.

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. Full pwr Nose fwd Flaps 10 deg up PROC flaps all up
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. Lower nose
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. Pwr on stalls done with 0 deg flaps?
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. One wing stalled for than another
PA.VII.D.K3	Spin recovery procedure. POH 3-19 SPINS Should an inadvertent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recovery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. For additional information on spins and spin recovery, see the discussion under SPINS in Normal Procedures (Section 4).
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. 65 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. field
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 Alternator
PA.IX.C.K2b	b. Vacuum/pressure, and associated flight instruments malfunction Attitude heading
PA.IX.C.K2c	c. Pitot/static system malfunction Airspeed Vertical speed Altimeter
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. See POH

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. Flight school didn’t go over these items Food, water, jacket
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. Vision reduced Need oxygen at 5000 feet
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. 91.205 VFR(night), landing light, position lights, source of power and fuses
PA.XI.A.K4	Personal equipment essential for night flight. Flashlight
PA.XI.A.K5	Night orientation, navigation, and chart reading techniques. One eye closed
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. SIDA at departure/destination apt?
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.

This page intentionally left blank.

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

Appendix5:PracticalTestRoles,Responsibilities,andOutcomes.......................................................................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 V_MC 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 V_MC. 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 V_MC 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 V_MC (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: V_MC 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 V_SSE/V_XSE/V_YSE 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 V_MC, 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 V_MC.

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 V_MC (Simulated) (AMEL, AMES)

Engine failure (simulated) during takeoff should be accomplished prior to reaching 50 percent of the calculated V_MC.

I. MultiengineOperations

Task B. V_MC 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 V_MC 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

FAR Links

e-CFR data is current as of September 13, 2017

Title 14 → Chapter I → Subchapter A

---

TITLE 14—Aeronautics and Space

CHAPTER I—FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION

SUBCHAPTER A—DEFINITIONS AND GENERAL REQUIREMENTS

Part

Table of Contents

Headings

1

1.1 to 1.3

DEFINITIONS AND ABBREVIATIONS

3

3.1 to 3.5

GENERAL REQUIREMENTS

5

5.1 to 5.97

SAFETY MANAGEMENT SYSTEMS

SUBCHAPTER B—PROCEDURAL RULES

11

11.1 to 11.201

GENERAL RULEMAKING PROCEDURES

13

13.1 to 13.401

INVESTIGATIVE AND ENFORCEMENT PROCEDURES

14

14.01 to 14.30

RULES IMPLEMENTING THE EQUAL ACCESS TO JUSTICE ACT OF 1980

15

15.1 to 15.115

ADMINISTRATIVE CLAIMS UNDER FEDERAL TORT CLAIMS ACT

16

16.1 to 16.305

RULES OF PRACTICE FOR FEDERALLY-ASSISTED AIRPORT ENFORCEMENT PROCEEDINGS

17

17.1 to 17.61

PROCEDURES FOR PROTESTS AND CONTRACT DISPUTES

SUBCHAPTER C—AIRCRAFT

21

21.1 to 21.700

CERTIFICATION PROCEDURES FOR PRODUCTS AND ARTICLES

23

23.1457 to 23.2620

AIRWORTHINESS STANDARDS: NORMAL CATEGORY AIRPLANES

25

25.1 to 25.1801

AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES

26

26.1 to 26.49

CONTINUED AIRWORTHINESS AND SAFETY IMPROVEMENTS FOR TRANSPORT CATEGORY AIRPLANES

27

27.1 to 27.1589

AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT

29

29.1 to 29.1589

AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT

31

31.1 to 31.85

AIRWORTHINESS STANDARDS: MANNED FREE BALLOONS

33

33.1 to 33.201

AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES

34

34.1 to 34.61-34.71

FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES

35

35.1 to 35.45-35.47

AIRWORTHINESS STANDARDS: PROPELLERS

36

36.1 to 36.1583

NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION

39

39.1 to 39.27

AIRWORTHINESS DIRECTIVES

43

43.1 to 43.17

MAINTENANCE, PREVENTIVE MAINTENANCE, REBUILDING, AND ALTERATION

45

45.1 to 45.33

IDENTIFICATION AND REGISTRATION MARKING

47

47.1 to 47.71

AIRCRAFT REGISTRATION

48

48.1 to 48.205

REGISTRATION AND MARKING REQUIREMENTS FOR SMALL UNMANNED AIRCRAFT

49

49.1 to 49.63

RECORDING OF AIRCRAFT TITLES AND SECURITY DOCUMENTS

50-59

[RESERVED]

Title 14: Aeronautics and Space

---

PART 43—MAINTENANCE, PREVENTIVE MAINTENANCE, REBUILDING, AND ALTERATION

---

Contents
§43.1   Applicability.
§43.2   Records of overhaul and rebuilding.
§43.3   Persons authorized to perform maintenance, preventive maintenance, rebuilding, and alterations.
§43.5   Approval for return to service after maintenance, preventive maintenance, rebuilding, or alteration.
§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.
§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).
§43.10   Disposition of life-limited aircraft parts.
§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.
§43.12   Maintenance records: Falsification, reproduction, or alteration.
§43.13   Performance rules (general).
§43.15   Additional performance rules for inspections.
§43.16   Airworthiness limitations.
§43.17   Maintenance, preventive maintenance, and alterations performed on U.S. aeronautical products by certain Canadian persons.
Appendix A to Part 43—Major Alterations, Major Repairs, and Preventive Maintenance
Appendix B to Part 43—Recording of Major Repairs and Major Alterations
Appendix C to Part 43 [Reserved]
Appendix D to Part 43—Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and 100-Hour Inspections
Appendix E to Part 43—Altimeter System Test and Inspection
Appendix F to Part 43—ATC Transponder Tests and Inspections

e-CFR data is current as of September 13, 2017

Title 14 → Chapter I → Subchapter D → Part 61

---

Browse Previous | Browse Next

Title 14: Aeronautics and Space

---

PART 61—CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS

---

Contents
Special Federal Aviation Regulation No. 73—Robinson R-22/R-44 Special Training and Experience Requirements
Special Federal Aviation Regulation No. 100-2—Relief for U.S. Military and Civilian Personnel Who are Assigned Outside the United States in Support of U.S. Armed Forces Operations

Subpart A—General

§61.1   Applicability and definitions.
§61.2   Exercise of Privilege.
§61.3   Requirement for certificates, ratings, and authorizations.
§61.4   Qualification and approval of flight simulators and flight training devices.
§61.5   Certificates and ratings issued under this part.
§61.7   Obsolete certificates and ratings.
§61.8   Inapplicability of unmanned aircraft operations.
§61.9   [Reserved]
§61.11   Expired pilot certificates and re-issuance.
§61.13   Issuance of airman certificates, ratings, and authorizations.
§61.14   [Reserved]
§61.15   Offenses involving alcohol or drugs.
§61.16   Refusal to submit to an alcohol test or to furnish test results.
§61.17   Temporary certificate.
§61.18   Security disqualification.
§61.19   Duration of pilot and instructor certificates and privileges.
§61.21   Duration of a Category II and a Category III pilot authorization (for other than part 121 and part 135 use).
§61.23   Medical certificates: Requirement and duration.
§61.25   Change of name.
§61.27   Voluntary surrender or exchange of certificate.
§61.29   Replacement of a lost or destroyed airman or medical certificate or knowledge test report.
§61.31   Type rating requirements, additional training, and authorization requirements.
§61.33   Tests: General procedure.
§61.35   Knowledge test: Prerequisites and passing grades.
§61.37   Knowledge tests: Cheating or other unauthorized conduct.
§61.39   Prerequisites for practical tests.
§61.41   Flight training received from flight instructors not certificated by the FAA.
§61.43   Practical tests: General procedures.
§61.45   Practical tests: Required aircraft and equipment.
§61.47   Status of an examiner who is authorized by the Administrator to conduct practical tests.
§61.49   Retesting after failure.
§61.51   Pilot logbooks.
§61.52   Use of aeronautical experience obtained in ultralight vehicles.
§61.53   Prohibition on operations during medical deficiency.
§61.55   Second-in-command qualifications.
§61.56   Flight review.
§61.57   Recent flight experience: Pilot in command.
§61.58   Pilot-in-command proficiency check: Operation of an aircraft that requires more than one pilot flight crewmember or is turbojet-powered.
§61.59   Falsification, reproduction, or alteration of applications, certificates, logbooks, reports, or records.
§61.60   Change of address.

Subpart B—Aircraft Ratings and Pilot Authorizations

§61.61   Applicability.
§61.63   Additional aircraft ratings (other than for ratings at the airline transport pilot certification level).
§61.64   Use of a flight simulator and flight training device.
§61.65   Instrument rating requirements.
§61.66   Enhanced Flight Vision System Pilot Requirements.
§61.67   Category II pilot authorization requirements.
§61.68   Category III pilot authorization requirements.
§61.69   Glider and unpowered ultralight vehicle towing: Experience and training requirements.
§61.71   Graduates of an approved training program other than under this part: Special rules.
§61.73   Military pilots or former military pilots: Special rules.
§61.75   Private pilot certificate issued on the basis of a foreign pilot license.
§61.77   Special purpose pilot authorization: Operation of a civil aircraft of the United States and leased by a non-U.S. citizen.

Subpart C—Student Pilots

§61.81   Applicability.
§61.83   Eligibility requirements for student pilots.
§61.85   Application.
§61.87   Solo requirements for student pilots.
§61.89   General limitations.
§61.91   [Reserved]
§61.93   Solo cross-country flight requirements.
§61.94   Student pilot seeking a sport pilot certificate or a recreational pilot certificate: Operations at airports within, and in airspace located within, Class B, C, and D airspace, or at airports with an operational control tower in other airspace.
§61.95   Operations in Class B airspace and at airports located within Class B airspace.

Subpart D—Recreational Pilots

§61.96   Applicability and eligibility requirements: General.
§61.97   Aeronautical knowledge.
§61.98   Flight proficiency.
§61.99   Aeronautical experience.
§61.100   Pilots based on small islands.
§61.101   Recreational pilot privileges and limitations.

Subpart E—Private Pilots

§61.102   Applicability.
§61.103   Eligibility requirements: General.
§61.105   Aeronautical knowledge.
§61.107   Flight proficiency.
§61.109   Aeronautical experience.
§61.110   Night flying exceptions.
§61.111   Cross-country flights: Pilots based on small islands.
§61.113   Private pilot privileges and limitations: Pilot in command.
§61.115   Balloon rating: Limitations.
§61.117   Private pilot privileges and limitations: Second in command of aircraft requiring more than one pilot.
§§61.118-61.120   [Reserved]

Subpart F—Commercial Pilots

§61.121   Applicability.
§61.123   Eligibility requirements: General.
§61.125   Aeronautical knowledge.
§61.127   Flight proficiency.
§61.129   Aeronautical experience.
§61.131   Exceptions to the night flying requirements.
§61.133   Commercial pilot privileges and limitations.
§§61.135-61.141   [Reserved]

Subpart G—Airline Transport Pilots

§61.151   Applicability.
§61.153   Eligibility requirements: General.
§61.155   Aeronautical knowledge.
§61.156   Training requirements: Airplane category—multiengine class rating or airplane type rating concurrently with airline transport pilot certificate.
§61.157   Flight proficiency.
§61.158   [Reserved]
§61.159   Aeronautical experience: Airplane category rating.
§61.160   Aeronautical experience—airplane category restricted privileges.
§61.161   Aeronautical experience: Rotorcraft category and helicopter class rating.
§61.163   Aeronautical experience: Powered-lift category rating.
§61.165   Additional aircraft category and class ratings.
§61.167   Airline transport pilot privileges and limitations.
§61.169   Letters of authorization for institutions of higher education.
§§61.170-69.171   [Reserved]

Subpart H—Flight Instructors Other than Flight Instructors With a Sport Pilot Rating

§61.181   Applicability.
§61.183   Eligibility requirements.
§61.185   Aeronautical knowledge.
§61.187   Flight proficiency.
§61.189   Flight instructor records.
§61.191   Additional flight instructor ratings.
§61.193   Flight instructor privileges.
§61.195   Flight instructor limitations and qualifications.
§61.197   Renewal requirements for flight instructor certification.
§61.199   Reinstatement requirements of an expired flight instructor certificate.
§61.201   [Reserved]

Subpart I—Ground Instructors

§61.211   Applicability.
§61.213   Eligibility requirements.
§61.215   Ground instructor privileges.
§61.217   Recent experience requirements.

Subpart J—Sport Pilots

§61.301   What is the purpose of this subpart and to whom does it apply?
§61.303   If I want to operate a light-sport aircraft, what operating limits and endorsement requirements in this subpart must I comply with?
§61.305   What are the age and language requirements for a sport pilot certificate?
§61.307   What tests do I have to take to obtain a sport pilot certificate?
§61.309   What aeronautical knowledge must I have to apply for a sport pilot certificate?
§61.311   What flight proficiency requirements must I meet to apply for a sport pilot certificate?
§61.313   What aeronautical experience must I have to apply for a sport pilot certificate?
§61.315   What are the privileges and limits of my sport pilot certificate?
§61.317   Is my sport pilot certificate issued with aircraft category and class ratings?
§61.319   [Reserved]
§61.321   How do I obtain privileges to operate an additional category or class of light-sport aircraft?
§61.323   [Reserved]
§61.325   How do I obtain privileges to operate a light-sport aircraft at an airport within, or in airspace within, Class B, C, and D airspace, or in other airspace with an airport having an operational control tower?
§61.327   Are there specific endorsement requirements to operate a light-sport aircraft based on V_H?

Subpart K—Flight Instructors With a Sport Pilot Rating

§61.401   What is the purpose of this subpart?
§61.403   What are the age, language, and pilot certificate requirements for a flight instructor certificate with a sport pilot rating?
§61.405   What tests do I have to take to obtain a flight instructor certificate with a sport pilot rating?
§61.407   What aeronautical knowledge must I have to apply for a flight instructor certificate with a sport pilot rating?
§61.409   What flight proficiency requirements must I meet to apply for a flight instructor certificate with a sport pilot rating?
§61.411   What aeronautical experience must I have to apply for a flight instructor certificate with a sport pilot rating?
§61.413   What are the privileges of my flight instructor certificate with a sport pilot rating?
§61.415   What are the limits of a flight instructor certificate with a sport pilot rating?
§61.417   Will my flight instructor certificate with a sport pilot rating list aircraft category and class ratings?
§61.419   How do I obtain privileges to provide training in an additional category or class of light-sport aircraft?
§61.421   May I give myself an endorsement?
§61.423   What are the recordkeeping requirements for a flight instructor with a sport pilot rating?
§61.425   How do I renew my flight instructor certificate?
§61.427   What must I do if my flight instructor certificate with a sport pilot rating expires?
§61.429   May I exercise the privileges of a flight instructor certificate with a sport pilot rating if I hold a flight instructor certificate with another rating?

e-CFR data is current as of September 13, 2017

Title 14 → Chapter I → Subchapter F → Part 91

---

Browse Previous | Browse Next

Title 14: Aeronautics and Space

---

PART 91—GENERAL OPERATING AND FLIGHT RULES

---

Contents
Special Federal Aviation Regulation No. 50-2—Special Flight Rules in the Vicinity of the Grand Canyon National Park, AZ
Special Federal Aviation Regulation No. 60—Air Traffic Control System Emergency Operation
Special Federal Aviation Regulation No. 79—Prohibition Against Certain Flights Within the Flight Information Region (FIR) of the Democratic People's Republic of Korea (DPRK)
Special Federal Aviation Regulation No. 97—Special Operating Rules for the Conduct of Instrument Flight Rules (IFR) Area Navigation (RNAV) Operations using Global Positioning Systems (GPS) in Alaska
Special Federal Aviation Regulation No. 104—Prohibition Against Certain Flights by Syrian Air Carriers to the United States
Special Federal Aviation Regulation No. 108—Mitsubishi MU-2B Series Special Training, Experience, and Operating Requirements

Subpart A—General

§91.1   Applicability.
§91.3   Responsibility and authority of the pilot in command.
§91.5   Pilot in command of aircraft requiring more than one required pilot.
§91.7   Civil aircraft airworthiness.
§91.9   Civil aircraft flight manual, marking, and placard requirements.
§91.11   Prohibition on interference with crewmembers.
§91.13   Careless or reckless operation.
§91.15   Dropping objects.
§91.17   Alcohol or drugs.
§91.19   Carriage of narcotic drugs, marihuana, and depressant or stimulant drugs or substances.
§91.21   Portable electronic devices.
§91.23   Truth-in-leasing clause requirement in leases and conditional sales contracts.
§91.25   Aviation Safety Reporting Program: Prohibition against use of reports for enforcement purposes.
§§91.27-91.99   [Reserved]

Subpart B—Flight Rules

General

§91.101   Applicability.
§91.103   Preflight action.
§91.105   Flight crewmembers at stations.
§91.107   Use of safety belts, shoulder harnesses, and child restraint systems.
§91.109   Flight instruction; Simulated instrument flight and certain flight tests.
§91.111   Operating near other aircraft.
§91.113   Right-of-way rules: Except water operations.
§91.115   Right-of-way rules: Water operations.
§91.117   Aircraft speed.
§91.119   Minimum safe altitudes: General.
§91.121   Altimeter settings.
§91.123   Compliance with ATC clearances and instructions.
§91.125   ATC light signals.
§91.126   Operating on or in the vicinity of an airport in Class G airspace.
§91.127   Operating on or in the vicinity of an airport in Class E airspace.
§91.129   Operations in Class D airspace.
§91.130   Operations in Class C airspace.
§91.131   Operations in Class B airspace.
§91.133   Restricted and prohibited areas.
§91.135   Operations in Class A airspace.
§91.137   Temporary flight restrictions in the vicinity of disaster/hazard areas.
§91.138   Temporary flight restrictions in national disaster areas in the State of Hawaii.
§91.139   Emergency air traffic rules.
§91.141   Flight restrictions in the proximity of the Presidential and other parties.
§91.143   Flight limitation in the proximity of space flight operations.
§91.144   Temporary restriction on flight operations during abnormally high barometric pressure conditions.
§91.145   Management of aircraft operations in the vicinity of aerial demonstrations and major sporting events.
§91.146   Passenger-carrying flights for the benefit of a charitable, nonprofit, or community event.
§91.147   Passenger carrying flights for compensation or hire.
§§91.148-91.149   [Reserved]

Visual Flight Rules

§91.151   Fuel requirements for flight in VFR conditions.
§91.153   VFR flight plan: Information required.
§91.155   Basic VFR weather minimums.
§91.157   Special VFR weather minimums.
§91.159   VFR cruising altitude or flight level.
§91.161   Special awareness training required for pilots flying under visual flight rules within a 60-nautical mile radius of the Washington, DC VOR/DME.
§§91.162-91.165   [Reserved]

Instrument Flight Rules

§91.167   Fuel requirements for flight in IFR conditions.
§91.169   IFR flight plan: Information required.
§91.171   VOR equipment check for IFR operations.
§91.173   ATC clearance and flight plan required.
§91.175   Takeoff and landing under IFR.
§91.176   Straight-in landing operations below DA/DH or MDA using an enhanced flight vision system (EFVS) under IFR.
§91.177   Minimum altitudes for IFR operations.
§91.179   IFR cruising altitude or flight level.
§91.180   Operations within airspace designated as Reduced Vertical Separation Minimum airspace.
§91.181   Course to be flown.
§91.183   IFR communications.
§91.185   IFR operations: Two-way radio communications failure.
§91.187   Operation under IFR in controlled airspace: Malfunction reports.
§91.189   Category II and III operations: General operating rules.
§91.191   Category II and Category III manual.
§91.193   Certificate of authorization for certain Category II operations.
§§91.195-91.199   [Reserved]

Subpart C—Equipment, Instrument, and Certificate Requirements

§91.201   [Reserved]
§91.203   Civil aircraft: Certifications required.
§91.205   Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements.
§91.207   Emergency locator transmitters.
§91.209   Aircraft lights.
§91.211   Supplemental oxygen.
§91.213   Inoperative instruments and equipment.
§91.215   ATC transponder and altitude reporting equipment and use.
§91.217   Data correspondence between automatically reported pressure altitude data and the pilot's altitude reference.
§91.219   Altitude alerting system or device: Turbojet-powered civil airplanes.
§91.221   Traffic alert and collision avoidance system equipment and use.
§91.223   Terrain awareness and warning system.
§91.225   Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment and use.
§91.227   Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment performance requirements.
§§91.228-91.299   [Reserved]

Subpart D—Special Flight Operations

§91.301   [Reserved]
§91.303   Aerobatic flight.
§91.305   Flight test areas.
§91.307   Parachutes and parachuting.
§91.309   Towing: Gliders and unpowered ultralight vehicles.
§91.311   Towing: Other than under §91.309.
§91.313   Restricted category civil aircraft: Operating limitations.
§91.315   Limited category civil aircraft: Operating limitations.
§91.317   Provisionally certificated civil aircraft: Operating limitations.
§91.319   Aircraft having experimental certificates: Operating limitations.
§91.321   Carriage of candidates in elections.
§91.323   Increased maximum certificated weights for certain airplanes operated in Alaska.
§91.325   Primary category aircraft: Operating limitations.
§91.327   Aircraft having a special airworthiness certificate in the light-sport category: Operating limitations.
§§91.328-91.399   [Reserved]

Subpart E—Maintenance, Preventive Maintenance, and Alterations

§91.401   Applicability.
§91.403   General.
§91.405   Maintenance required.
§91.407   Operation after maintenance, preventive maintenance, rebuilding, or alteration.
§91.409   Inspections.
§91.410   [Reserved]
§91.411   Altimeter system and altitude reporting equipment tests and inspections.
§91.413   ATC transponder tests and inspections.
§91.415   Changes to aircraft inspection programs.
§91.417   Maintenance records.
§91.419   Transfer of maintenance records.
§91.421   Rebuilt engine maintenance records.
§§91.423-91.499   [Reserved]

Subpart F—Large and Turbine-Powered Multiengine Airplanes and Fractional Ownership Program Aircraft

§91.501   Applicability.
§91.503   Flying equipment and operating information.
§91.505   Familiarity with operating limitations and emergency equipment.
§91.507   Equipment requirements: Over-the-top or night VFR operations.
§91.509   Survival equipment for overwater operations.
§91.511   Communication and navigation equipment for overwater operations.
§91.513   Emergency equipment.
§91.515   Flight altitude rules.
§91.517   Passenger information.
§91.519   Passenger briefing.
§91.521   Shoulder harness.
§91.523   Carry-on baggage.
§91.525   Carriage of cargo.
§91.527   Operating in icing conditions.
§91.529   Flight engineer requirements.
§91.531   Second in command requirements.
§91.533   Flight attendant requirements.
§91.535   Stowage of food, beverage, and passenger service equipment during aircraft movement on the surface, takeoff, and landing.
§§91.536-91.599   [Reserved]

Subpart G—Additional Equipment and Operating Requirements for Large and Transport Category Aircraft

§91.601   Applicability.
§91.603   Aural speed warning device.
§91.605   Transport category civil airplane weight limitations.
§91.607   Emergency exits for airplanes carrying passengers for hire.
§91.609   Flight data recorders and cockpit voice recorders.
§91.611   Authorization for ferry flight with one engine inoperative.
§91.613   Materials for compartment interiors.
§§91.615-91.699   [Reserved]

Subpart H—Foreign Aircraft Operations and Operations of U.S.-Registered Civil Aircraft Outside of the United States; and Rules Governing Persons on Board Such Aircraft

§91.701   Applicability.
§91.702   Persons on board.
§91.703   Operations of civil aircraft of U.S. registry outside of the United States.
§91.705   Operations within airspace designated as Minimum Navigation Performance Specification Airspace.
§91.706   Operations within airspace designed as Reduced Vertical Separation Minimum Airspace.
§91.707   Flights between Mexico or Canada and the United States.
§91.709   Operations to Cuba.
§91.711   Special rules for foreign civil aircraft.
§91.713   Operation of civil aircraft of Cuban registry.
§91.715   Special flight authorizations for foreign civil aircraft.
§§91.717-91.799   [Reserved]

Subpart I—Operating Noise Limits

§91.801   Applicability: Relation to part 36.
§91.803   Part 125 operators: Designation of applicable regulations.
§91.805   Final compliance: Subsonic airplanes.
§§91.807-91.813   [Reserved]
§91.815   Agricultural and fire fighting airplanes: Noise operating limitations.
§91.817   Civil aircraft sonic boom.
§91.819   Civil supersonic airplanes that do not comply with part 36.
§91.821   Civil supersonic airplanes: Noise limits.
§§91.823-91.849   [Reserved]
§91.851   Definitions.
§91.853   Final compliance: Civil subsonic airplanes.
§91.855   Entry and nonaddition rule.
§91.857   Stage 2 operations outside of the 48 contiguous United States.
§91.858   Special flight authorizations for non-revenue Stage 2 operations.
§91.859   Modification to meet Stage 3 or Stage 4 noise levels.
§91.861   Base level.
§91.863   Transfers of Stage 2 airplanes with base level.
§91.865   Phased compliance for operators with base level.
§91.867   Phased compliance for new entrants.
§91.869   Carry-forward compliance.
§91.871   Waivers from interim compliance requirements.
§91.873   Waivers from final compliance.
§91.875   Annual progress reports.
§91.877   Annual reporting of Hawaiian operations.
§§91.879-91.880   [Reserved]
§91.881   Final compliance: Civil subsonic jet airplanes weighing 75,000 pounds or less.
§91.883   Special flight authorizations for jet airplanes weighing 75,000 pounds or less.
§§91.884-91.899   [Reserved]

Subpart J—Waivers

§91.901   [Reserved]
§91.903   Policy and procedures.
§91.905   List of rules subject to waivers.
§§91.907-91.999   [Reserved]

Subpart K—Fractional Ownership Operations

§91.1001   Applicability.
§91.1002   Compliance date.
§91.1003   Management contract between owner and program manager.
§91.1005   Prohibitions and limitations.
§91.1007   Flights conducted under part 121 or part 135 of this chapter.

Operational Control

§91.1009   Clarification of operational control.
§91.1011   Operational control responsibilities and delegation.
§91.1013   Operational control briefing and acknowledgment.

Program Management

§91.1014   Issuing or denying management specifications.
§91.1015   Management specifications.
§91.1017   Amending program manager's management specifications.
§91.1019   Conducting tests and inspections.
§91.1021   Internal safety reporting and incident/accident response.
§91.1023   Program operating manual requirements.
§91.1025   Program operating manual contents.
§91.1027   Recordkeeping.
§91.1029   Flight scheduling and locating requirements.
§91.1031   Pilot in command or second in command: Designation required.
§91.1033   Operating information required.
§91.1035   Passenger awareness.
§91.1037   Large transport category airplanes: Turbine engine powered; Limitations; Destination and alternate airports.
§91.1039   IFR takeoff, approach and landing minimums.
§91.1041   Aircraft proving and validation tests.
§91.1043   [Reserved]
§91.1045   Additional equipment requirements.
§91.1047   Drug and alcohol misuse education program.
§91.1049   Personnel.
§91.1050   Employment of former FAA employees.
§91.1051   Pilot safety background check.
§91.1053   Crewmember experience.
§91.1055   Pilot operating limitations and pairing requirement.
§91.1057   Flight, duty and rest time requirements: All crewmembers.
§91.1059   Flight time limitations and rest requirements: One or two pilot crews.
§91.1061   Augmented flight crews.
§91.1062   Duty periods and rest requirements: Flight attendants.
§91.1063   Testing and training: Applicability and terms used.
§91.1065   Initial and recurrent pilot testing requirements.
§91.1067   Initial and recurrent flight attendant crewmember testing requirements.
§91.1069   Flight crew: Instrument proficiency check requirements.
§91.1071   Crewmember: Tests and checks, grace provisions, training to accepted standards.
§91.1073   Training program: General.
§91.1075   Training program: Special rules.
§91.1077   Training program and revision: Initial and final approval.
§91.1079   Training program: Curriculum.
§91.1081   Crewmember training requirements.
§91.1083   Crewmember emergency training.
§91.1085   Hazardous materials recognition training.
§91.1087   Approval of aircraft simulators and other training devices.
§91.1089   Qualifications: Check pilots (aircraft) and check pilots (simulator).
§91.1091   Qualifications: Flight instructors (aircraft) and flight instructors (simulator).
§91.1093   Initial and transition training and checking: Check pilots (aircraft), check pilots (simulator).
§91.1095   Initial and transition training and checking: Flight instructors (aircraft), flight instructors (simulator).
§91.1097   Pilot and flight attendant crewmember training programs.
§91.1099   Crewmember initial and recurrent training requirements.
§91.1101   Pilots: Initial, transition, and upgrade ground training.
§91.1103   Pilots: Initial, transition, upgrade, requalification, and differences flight training.
§91.1105   Flight attendants: Initial and transition ground training.
§91.1107   Recurrent training.
§91.1109   Aircraft maintenance: Inspection program.
§91.1111   Maintenance training.
§91.1113   Maintenance recordkeeping.
§91.1115   Inoperable instruments and equipment.
§91.1411   Continuous airworthiness maintenance program use by fractional ownership program manager.
§91.1413   CAMP: Responsibility for airworthiness.
§91.1415   CAMP: Mechanical reliability reports.
§91.1417   CAMP: Mechanical interruption summary report.
§91.1423   CAMP: Maintenance organization.
§91.1425   CAMP: Maintenance, preventive maintenance, and alteration programs.
§91.1427   CAMP: Manual requirements.
§91.1429   CAMP: Required inspection personnel.
§91.1431   CAMP: Continuing analysis and surveillance.
§91.1433   CAMP: Maintenance and preventive maintenance training program.
§91.1435   CAMP: Certificate requirements.
§91.1437   CAMP: Authority to perform and approve maintenance.
§91.1439   CAMP: Maintenance recording requirements.
§91.1441   CAMP: Transfer of maintenance records.
§91.1443   CAMP: Airworthiness release or aircraft maintenance log entry.

Subpart L—Continued Airworthiness and Safety Improvements

§91.1501   Purpose and definition.
§91.1503   [Reserved]
§91.1505   Repairs assessment for pressurized fuselages.
§91.1507   Fuel tank system inspection program.

Subpart M—Special Federal Aviation Regulations

§91.1603   Special Federal Aviation Regulation No. 112—Prohibition Against Certain Flights in the Tripoli (HLLL) Flight Information Region (FIR).
§91.1607   Special Federal Aviation Regulation No. 113—Prohibition Against Certain Flights in the Simferopol (UKFV) and the Dnipropetrovsk (UKDV) Flight Information Regions (FIRs).
§91.1609   Special Federal Aviation Regulation No. 114—Prohibition Against Certain Flights in the Damascus (OSTT) Flight Information Region (FIR).
§91.1611   Special Federal Aviation Regulation No. 115—Prohibition Against Certain Flights in Specified Areas of the Sanaa (OYSC) Flight Information Region (FIR).
§91.1613   Special Federal Aviation Regulation No. 107—Prohibition Against Certain Flights in the Territory and Airspace of Somalia.

Subpart N—Mitsubishi MU-2B Series Special Training, Experience, and Operating Requirements

§91.1701   Applicability.
§91.1703   Compliance and eligibility.
§91.1705   Required pilot training.
§91.1707   Training program hours.
§91.1709   Training program approval.
§91.1711   Aeronautical experience.
§91.1713   Instruction, checking, and evaluation.
§91.1715   Currency requirements and flight review.
§91.1717   Operating requirements.
§91.1719   Credit for prior training.
§91.1721   Incorporation by reference.
Appendix A to Part 91—Category II Operations: Manual, Instruments, Equipment, and Maintenance
Appendix B to Part 91—Authorizations To Exceed Mach 1 (§91.817)
Appendix C to Part 91—Operations in the North Atlantic (NAT) Minimum Navigation Performance Specifications (MNPS) Airspace
Appendix D to Part 91—Airports/Locations: Special Operating Restrictions
Appendix E to Part 91—Airplane Flight Recorder Specifications
Appendix F to Part 91—Helicopter Flight Recorder Specifications
Appendix G to Part 91—Operations in Reduced Vertical Separation Minimum (RVSM) Airspace