check pilot’s guide for aeroplane aircraft operating manual means a pilot’s operating manual, a...

01/08/2019 MNL-008-FSAS-2.0

CHECK PILOT’S GUIDE FOR AEROPLANE

5700 KGs & BELOW (PCAAD-627)

MANUAL

VERSION : 2.0 DATE OF IMPLEMENTATION : 01-08-2019 OFFICE OF PRIME INTEREST : Flight Standards Directorate (FSD)

CHECK PILOT’S GUIDE FOR AEROPLANE – 5700 KGs & BELOW (PCAAD-627)

01/08/2019 MNL-008-FSAS-2.0

NAME DESIGNATION SIGNATURE

PREPARED BY Capt. Khalid Mahmood Addl. Director General Aviation

REVIEWED BY Capt. Imran Ali Sheikh Flight Inspector Pilot (Heli)

VERIFIED BY Capt. Khalid Mahmood Addl. Director General Aviation

APPROVED BY Capt. M. Mohsin Malik O/Director Flight Standards

TYPE OF DOCUMENT MANUAL (MNL)

STATUS OF DOCUMENT CONTROLLED


01/08/2019 i MNL-008-FSAS-2.0

RECORDS OF REVISIONS AND AMENDMENTS

REVISIONS AMENDMENTS

No. Date Applicable

Date Entered Entered by No. Date of

Issue Date

Entered Entered

by 1. Aug, 2019 June, 2019 AD GA 1. Aug, 2019 June, 2019 AD GA


01/08/2019 ii MNL-008-FSAS-2.0

TABLE OF CONTENTS FOREWORD Glossary / Terminologies Chapter 1

CHECK PILOT'S GUIDE FOR AEROPLANE 1-1 to 1-2 1.1 GENERAL INFORMATION 1.2 SKILL TEST GUIDE DESCRIPTION 1.3 CHECK PILOT GUIDE BOOK DESCRIPTION

1.4 USE OF GUIDE BOOK

Chapter 2 GENERAL CONDITIONS / INFORMATION 2-1 to 2-6 2.1 DELEGATION POLICY 2.2 CHECK PILOT (CP) QUALIFICATIONS 2.3 CP AWARENESS 2.4 CP MONITORED FLIGHT CHECKS BY PCAA 2.5 ADMINISTRATION 2.6 EXPIRATION OF CP AUTHORITY 2.7 CONDUCTING / MONITORING OF CPS 2.8 PROCEDURES FOR "CONDUCTING" OR "MONITORING" A CHECK RIDE 2.9 GENERAL GUIDELINES FOR ISSUE / RENEWAL / PPCS AND IRTS 2.10 PARTICIPATION

Chapter 3

SPECIFIC GUIDE LINES FOR SKILL TEST 3-1 to 3-4 3.1 COMMERCIAL PILOT - AEROPLANE SKILL TEST PRE-REQUISITES 3.2 AIRCRAFT AND EQUIPMENT REQUIRED FOR THE SKILL TEST

3.3 USE OF CAA APPROVED FLIGHT SIMULATOR OR FLIGHT TRAINING DEVICE 3.4 EXAMINER RESPONSIBILITY 3.5 SATISFACTORY PERFORMANCE 3. 6 UNSATISFACTORY PERFORMANCE


01/08/2019 iii MNL-008-FSAS-2.0

3.7 CRM 3.8 APPLICANT'S USE OF CHECKLISTS

3.9 USE OF DISTRACTIONS DURING SKILL TESTS

3.10 POSITIVE EXCHANGE OF FLIGHT CONTROLS

3.11 FLIGHT INSTRUCTOR RESPONSIBILITY

Chapter 4

CHECK PILOT GUIDE INSTRUMENT RATING AIRCRAFT (IR) 4-1 to 4-5 4.1 GENERAL INFORMATION 4.2 CHECK PILOT GUIDE BOOK DESCRIPTION 4.3 USE OF GUIDE BOOK 4.4 PREREQUISITES OF INSTRUMENT RATING 4.5 AIRCRAFT AND EQUIPMENT REQUIRED FOR THE SKILL TEST

4.6 EXAMINER'S RESPONSIBILITY 4.7 SATISFACTORY PERFORMANCE

4.8 UNSATISFACTORY PERFORMANCE 4.9 CRM 4.10 APPLICANT USE OF CHECK LIST 4.11 USE OF DISTRACTIONS DURING SKILL TESTS

4.12 POSITIVE EXCHANGE OF FLIGHT CONTROLS


4.14 EMPHASIS ON ATTITUDE/INST FLYING/PARTIAL-PANEL SKILLS 4.15 RECOMMENDED ELEMENTS OF STABILIZED APPROACH

APPENDICES APPENDIX – “A” CHECK PILOT'S GUIDE FOR AEROPLANE APP. A-1 APPENDIX – “B” CHECK PILOT GUIDE INSTRUMENT RATING AIRCRAFT (IR) APP. B-1


01/08/2019 iv MNL-008-FSAS-2.0

FOREWORD The Commercial Pilot - Aeroplane check pilot Guide book (CAAD-627) has been published by

the Civil Aviation Authority (CAA) to establish the guide to undertake PPL/CPL/ATPL skil l

tests for the aeroplane below 5700 Kg weight category. The manual contains the Standards,

Policies, Procedures and Guidelines concerning the Flight Inspectors and Check Pilots as designated by

PCAA. CAA inspectors and designated check pilots shall conduct skil l tests in accordance with

this guide. Flight instructors and applicants should find this guide helpful during training and

when preparing for the skill test. Though, specific to fixed wing training/evaluations, could be

utilized for all training administered on aircraft. It is expected that Trainers and Examiner

would develop an enabling envi ronment for Trainees, establish standards and bring the best

out of them.

(CAPT. KHALID MAHMOOD) Addl. Director General Aviation Pakistan Civil Aviation Authority Dated: 05th July, 2019.


01/08/2019 v MNL-008-FSAS-2.0

GLOSSARY OF TERMS AND ABBREVIATIONS/ACRONYMS

1. DEFINITIONS

When the following terms are used in this document, they have the following meanings: a) Aircraft operating manual means a Pilot’s Operating Manual, a Pilot’s Operating

Handbook, a Flight Crew Operating Manual or a Manual established by the Air Operator for the use and guidance of crewmembers in the operations of its aircraft.

b) Air Navigation Orders (ANOs). These are regulations developed by concerned quarter of

CAA and issued to meet time to time amendments in ICAO SARPs for quick implementation by the Operators. Rule 3 of CARs 94 (the basic local source of legislation) vests power in DG, CAA to issue and implement ANOs and ASCs.

c) Air Safety Circulars (ASCs).These air safety circulars are regulations developed and

issued by the Flight Standards Directorate for circulating essential information of an operational nature to all airlines and civil aircraft owners.

d) Authority means a common terminology implied by Civil Aviation Authority.

e) CARs means Civil Aviation Rules 1994. The set of rules governing Fight Operations of

aircraft within Pakistan other than Military aircraft. These rules are approved and amended from time to time by the Federal Government to ensure compliance with the ICAO requirements for which Pakistan is committed being signatory to ICAO Convention, as per Sub-Section 2 of Section 15 of Civil Aviation Ordinance 1960.

f) Conducting means to take an active role in the flight check, to be involved in preflight

preparation, the briefing, the control and pace of the various sequences in the assessment of the nominee’s performance, the debriefing, and completion of required documents.

g) CP means Check Pilot, who is an operator’s employee and given delegated powers by the

Authority to perform certain regulatory duties and functions for or on behalf of the State, as specified in the instrument of delegation (Chief Pilot/ Chief Flying Instructor or an Instructor specifically authorized by PCAA).

h) Flight Inspector means Pakistan Civil Aviation Authority Inspector who is duly

authorized by the Authority. i) Flight Instructor means an Instructor authorized by PCAA to carry out training. However,

on case to case basis could be authorized to conduct Flight or Skill tests. All PCAA approvals are to be in writing available with the individual and Operator.

j) Flight Test or Skill Test is a demonstration of knowledge and skill of a pilot and, to be

conducted by a CP with the explicit approval of the Authority and, may include such oral examination as the CP may determine necessary, to ascertain the competency of the person being checked for initial issue of a license or rating.

k) IRC means Initial Route Check. l) IRT means Instrument Rating Test/Check which is deemed to meet the requirement of

Instrument Rating only.


01/08/2019 vi MNL-008-FSAS-2.0

m) Monitoring means to take a passive role during the check. Pakistan Civil Aviation Authority Flight Inspectors will monitor in the manner in which the Check Pilot conducts the test, assesses the results and processes the necessary documentation.

n) PPC means Pilot Proficiency Check, which is deemed to meet the requirements for an aircraft handling and instrument rating as per CAR.

o) Proficiency Check is a demonstration of continuing knowledge and skill to revalidate or renew ratings and may include such oral examination as the Check Pilot may determine necessary.

p) SID means Standard Instrument Departure. q) SOP means the Authority approved Standard Operating Procedures established by an Air

Operator, which enable the crewmembers to operate the aircraft within the limitations specified in the Aircraft Flight Manual.

r) STAR means Standard Terminal Arrival.

2. LIST OF ABBREVIATIONS

Following are the abbreviations that may have been used in this document: AIRSPEED TERMINOLOGIES AND SYMBOLS

VA Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the aeroplane.

VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in

a prescribed extended position. V LE Maximum Landing Gear Extended Speed is the maximum speed at which an

aeroplane can be safely flown with the landing gear extended. VLO Maximum Landing Gear Extended Speed is the maximum speed at which the

landing gear can be safely extended or retracted. VNE Never Exceeded Speed is speed limit that may not be exceeded at any time. VNO Maximum Structural Cruising Speed is the speed that should not be exceeded

except in smooth air and then only with caution. Vx Best Angle-of Climb Speed is the airspeed, which delivers the greatest gain of

altitude in the shortest possible horizontal distance. Vy Best Rate-of-Climb Speed is the airspeed, which delivers the greatest gain in

altitude in the shortest possible time. VMO / MMO Maximum Operating Limit Speed - The speed that may not be deliberately

exceeded in any flight condition except where specifically authorized for flight test or in approved emergency procedures. VMO is expressed in knots. MMO is expressed in Mach number.

VS0 VSO is the stalling speed in the landing configuration. VS1 VS1 is the stalling speed in the appropriate gear / flap configuration.


01/08/2019 vii MNL-008-FSAS-2.0

VMCA Minimum Control Speed, Air - The minimum flight speed at which the aeroplane is controllable with 5° of bank away from dead engine, when one engine suddenly becomes inoperative and the remaining engine is operating at take-off thrust.

VMCG Minimum Control Speed Ground - The minimum speed on the ground at

which control can be maintained using aerodynamic controls alone, when one engine suddenly becomes inoperative and the remaining engine is operating at take-off thrust.

V1 Critical Engine Failure Speed - If engine failure occurs at V1, the

distance to continue the takeoff to 35 feet will not exceed the usable take-off distance; or, the distance to bring the aeroplane to a full stop wil l not exceed the accelerate-stop distance available. V1 must not be less than VMCG or greater than VR.

VR Rotation Speed - The speed at which rotation is initiated during take-off to

attain V2 at or before a height of 35 feet above the runway surface. V2 Take-off Safety Speed - The actual speed at 35 feet above the runway

surface as demonstrated in flight during single-engine take-off. V2 must not be less than 1.2 times the stall ing speed, or less than 1.1 times the air minimum control speed (VMCA), or less than the rotation speed (VR) plus an increment in speed attained prior to reaching a 35-foot height above the runway surface.

VAPP Approach Climb Speed - The airspeed equal to 1.3 Vsi (aeroplane in the

approach configuration). VREF Landing Approach Speed - The airspeed equal to 1.3 VSO (aeroplane in

the landing configuration). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY

Accelerate-Go The distance required to accelerate an aeroplane to a specified Distance speed and, assuming failure of an engine at the instant that speed

is attained, continue take-off on the remaining engine to a height of 50 feet.

Accelerate-Stop The distance required to accelerate an aeroplane to a specified Distance speed and, assuming failure of an engine at the instant that speed

is attained, to bring the aeroplane to a stop in remaining distance.

Balked Landing A balked landing is an aborted landing (i.e., all engines go-around

in the landing configuration). Balked Landing Speed The minimum speed at which a transition to a balked landing climb

Transition should be attempted from 50-foot obstacle height. WEIGHT AND BALANCE TERMINOLOGY Arm The horizontal distance from the reference datum to the center of

gravity (C.G.) of an item. Basic Empty Wt Standard empty weight plus installed optional equipment. C.G. Limits The extreme center of gravity locations within which the aeroplane must

be operated at a given weight. Center of The point at which an aeroplane would balance if suspended.


01/08/2019 viii MNL-008-FSAS-2.0

Gravity (C.G.) Its distance from the reference datum is found by dividing the total

moment by the total weight of the aeroplane. Jack Point One of the three points on the aeroplane designed to rest on a jack. MAC The mean aerodynamic chord of a wing is the chord of an imaginary

airfoil, which throughout the flight range will have the same force vectors as those of the wing.

Maximum Ramp Maximum weight approved for ground maneuver. (It includes weight of

start, taxi and run up fuel.) Maximum Zero Maximum weight exclusive of usable fuel. Fuel Weight Standard Empty Weight of a standard aeroplane including unusable fuel, full Weight operating fluids and full oil. Tare Tare is the weight of chocks, blocks, stands, etc. used when weighing

an aeroplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) aeroplane weight.


01/08/2019 1-1 MNL-008-FSAS-2.0

Chapter 1

CHECK PILOT’S GUIDE FOR AEROPLANE GENERAL INFORMATION 1.1 The Right Standards Directorate of the Civil Aviation Authority (CAA) Pakistan has developed

this book as the guide to be used by CAA Flight inspectors and designated Check Pilots (CPs)/Designated Examiners, when conducting commercial pilot - aeroplane skill tests. Information considered mandatory in nature is described as "shall" and "must". Guidance information is described in terms such as "should" and "may" indicating the actions are desirable or permissive but not mandatory.

1.2 Skill level requirements and other related requirements are given in Licensing ANOs. Extreme

care has been taken to make this guide in accordance with relevant ANOs. However, IF A CONTRADICTION(s) IS FOUND IN THIS GUIDE AND ANY OF THE ANOs, LATER WILL TAKE PRECEDENCE OVER THIS GUIDE.

1.3 The word "examiner" or “Check Pilot” is used throughout the guide to denote either the CAA

Flight inspector, CP or CAA designated examiner, who conducts an official skill test. SKILL TEST GUIDE DESCRIPTION 1.4 The Commercial Pilot Skill Test Guide explains conduct of operations for the issuance of an

initial commercial pilot License renewal, revalidation and for the addition of aircraft ratings to the License.

CHECK PILOT GUIDE BOOK DESCRIPTION 1.5 AREAS OF OPERATIONS are phases of the skill test arranged in a logical sequence. They

begin with preflight preparation and end with post flight procedures. The examiner, however, may conduct the skill test in any sequence that results in a complete and efficient test.

1.6 TASKS are titles of knowledge areas, flight procedures, or maneuvers appropriate to an AREA

OF OPERATION. 1.7 NOTE is used to emphasize special considerations required in the AREA OF OPERATION or

TASK. 1.8 The OBJECTIVE lists the important elements that must be satisfactorily performed to

demonstrate competency in a TASK. The Objective includes:

a) Specifically what the applicant should be able to do; b) The conditions under which the TASK is to be performed; and c) The acceptable guides of performance.

USE OF GUIDE BOOK 1.9 The Check Pilot Guide has been designed to evaluate the competency of commercial pilots in

both knowledge and skill. The CAA requires that all skill tests be conducted in accordance with the appropriate Check Pilot's Guide and relevant ANOs. In order to achieve this task,


01/08/2019 1-2 MNL-008-FSAS-2.0

Commercial pilot License applicants shall be evaluated in ALL TASKS included in the AREAS OF OPERATION of this skill test guide (unless instructed otherwise). Task valid only for either Single Engine (S E) or Multi Engine (M E) Aeroplane; have been mentioned in front of that task/Area of Operation. If type of Aeroplane is not mentioned, then that particular task/Area of Operation applies to both types i.e. S E and M E Aeroplanes.

1.10 In preparation for each skill test, the examiner shall develop a written "plan of action." The "plan

of action" shall include all TASKS in each AREA OF OPERATION. If the elements in one TASK have already been evaluated in another TASK, they need not be repeated. For example: the "plan of action" need not include evaluating the applicant on complying with markings, signals, and clearances at the end of the flight if that element was sufficiently observed at the beginning of the flight. Any TASKS selected for evaluation during a skill test shall be evaluated in its entirety.

1.11 The examiner is not required to follow the precise order in which the AREAS OF OPERATION

and TASKS appear in this book. The examiner may change the sequence or combine TASKS with .similar Objectives to have an orderly and efficient flow of the skill test. For example, emergency descents may be combined with high-altitude operations. The examiner's "plan of action" shall include the order and combination of TASKS to be demonstrated by the applicant in a manner that will result in an efficient and valid test.

1.12 Examiners shall place special emphasis upon areas of aircraft operation that are most critical to

flight safety. Among these are precise aircraft control and sound judgment in decision-making. Although these areas may or may not be shown under each TASK, they are essential to flight safety and shall receive careful evaluation throughout the skill test. If these areas are shown in the Objective, additional emphasis shall be placed on them. THE EXAMINER SHALL ALSO EMPHASIZE STALL/SPIN AWARENESS, WAKE TURBULENCE AVOIDANCE, LOW LEVEL WIND SHEAR, COLLISION AVOIDANCE, RUNWAY INCURSION AVOIDANCE, AND CHECKLIST USAGE.

1.13 The examiner is expected to use good judgment in the performance of simulated emergency

procedures. The use of the safest means for simulation is expected. Consideration must be given to local conditions, both meteorological and topographical, at the time of the test, as well as the applicant's ATC workload, and the condition of the aircraft used. If the procedure being evaluated would put the maneuver in jeopardy, it is expected that the applicant will simulate that portion of the maneuver.


01/08/2019 2-1 MNL-008-FSAS-2.0

Chapter 2 GENERAL CONDITIONS / INFORMATION 2.1 DELEGATION POLICY. The check pilot availability is to allow an Air Operator to develop

and maintain a program of flight crew checks independent of the availability of Inspectors of the Authority. Check Pilots must, however, be constantly aware that they perform their testing/checking duties as delegates of the Pakistan Civil Aviation Authority under CAR. Therefore they should uphold the expectation of the Authority at all times and be loyal to the Authority when performing such delegated tasks and functions 2.1.1 In ideal case, all the testing/checking tasks and functions should be performed by the

Inspectors attached to the Authority in order to ensure that every pilot achieves and maintains the required level of proficiency in accordance with the Civil Aviation Regulations whilst performing flying duties.

2.1.2 However, due to shortage of required inspectors with the Authority to perform such

tasks, sufficiently experienced pilots with integrity in the air operators’ fleet may be considered to perform such duties and functions under delegation, for and or on behalf of the Authority, to supplement State’s Safety Oversight responsibility by delegation of certain powers and functions.

2.1.3 The Check Pilots shall bear in mind that the standards of competence of pilots depend to

a great extent on their competence. During conduct of such tests/checks and the mode and manner that such tests/checks are carried out.

2.1.4 The Check Pilot (CP) conduct of Flight or Skill Tests/ Proficiency Checks are closely

monitored by and, at the option of the Authority in order to ascertain whether he/she is in a position to discharge the delegated tasks and functions independently meeting the required standards, without any bias or deviation. Such a monitoring is required for the standardization of the testing/checking procedures of CPs.

2.1.5 An Inspector may conduct any of the Flight or Skill Tests /Checks referred to in this

manual, at any time if deemed so necessary, by the Authority. An Inspector may monitor any approved CP conducting any flight / skill test or check.

2.1.6 Qualified personnel of integrity, nominated by an Air Operator will be designated by the

Pakistan Civil Aviation Authority for the position of CPs. The authority is not transferable between Air Operators. However, experience of working as CPs with one operator will be an added qualification, when it comes to appointment as a CP for another operator functioning under the same Authority.

2.1.7 A CP shall hold appropriate license and rating granting privileges at least equal to the

license or rating for which they are authorized to conduct tests/checks. 2.1.8 Under the CAR, CPs are holders of an ‘authority’ delegated to them by the Pakistan

Civil Aviation Authority. This authority is in the form of an approval document issued to the CP authorizing CP duties subject to the conditions listed therein.

2.1.9 The Pakistan Civil Aviation Authority may suspend or cancel an ‘authority’ without

assigning a reason.


01/08/2019 2-2 MNL-008-FSAS-2.0

2.1.10 CP shall not conduct test/check on applicants to whom they have given flight instruction

for that license or rating except with the express consent in writing of the Authority. 2.1.11 The CP authority to conduct tests/checks in accordance with CAR will specify the type of

Test/Check the CP may conduct and on which aircraft type. 2.1.12 PPCs and IRTs shall not be conducted during revenue flights. 2.1.13 CP are Authorized Persons of the Authority to perform the delegated tasks and

functions and hold the same powers as of the regular Inspector attached to the Authority when performing such duties.

2.1.14 An Air Operator shall advise the Pakistan Civil Aviation Authority when a CP is no

longer employed by the Company or will not be required to perform CP duties during the coming 12 months.

2.1.15 Though the CP is the holder of the authorization he/she requires the authority of the

company to do a check ride on behalf of the Pakistan Civil Aviation Authority. 2.1.16 CONFLICT OF INTEREST. Conflict of Interest is defined as any relationship that might

influence a CP to act, either knowingly or unknowingly, in a manner that does not hold the safety and adherence to rules and regulations as the primary and highest priority.

2.2 CHECK PILOT (CP) QUALIFICATIONS.

2.2.1 for the nomination of CP for at or below 5700 Kg nominee should be a qualified Flying Instructor, with valid ATPL.

2.2.2 For CFI of a school must have min 2000 flying Hrs with 1000 Inst Hrs. For Chief Pilot of

SE 1000 Hrs and 6 months of commercial operations, for ME min 1500 Hrs (min 100 Hrs on ME). Additionally, as authorized by PCAA on case to case basis.

2.2.3 The nominee should be AP-1 exam of PCAA qualified.

2.3 CP AWARENESS. The CP should be aware of the following:

2.3.1 Responsibility and obligation of the CP towards the Authority including powers vested in the CP.

2.3.2 the procedures and technique associated with conducting a flight check; 2.3.3 the technique and standards used in the assessment and evaluation of a flight;

2.3.4 briefing and debriefing procedures and requirements;

2.3.5 completion of the Flight Check Forms; and the contents and interpretation of pertinent

publications e.g. Civil Aviation Rules/Requirements, Personal Licensing Procedure of Pakistan Civil Aviation Authority, CP Guide book, Air Operator's Operations Manual, Operating Specifications and SOPs


01/08/2019 2-3 MNL-008-FSAS-2.0

2.4 CP MONITORED FLIGHT CHECKS BY PAKISTAN CIVIL AVIATION

AUTHORITY 2.4.1 The Inspector / AD GAs of Pakistan Civil Aviation Authority shall observe the CP

demonstrate his/her ability to conduct the on-type PPCs for which approval is sought. Note: an approved Flight Simulation Training Device approved by the Authority for that

air operator’s training might substitute the aircraft.

2.4.2 The Inspector of Pakistan Civil Aviation Authority shall recommend the CP authority be issued, by the Pakistan Civil Aviation Authority.

2.4.3 If the CP nominee fails to meet the qualifications and knowledge requirements or is

unable to demonstrate a satisfactory level of competence, the Pakistan Civil Aviation Authority shall inform the Air Operator affected.

2.5 ADMINISTRATION

2.5.1 APPROVING AUTHORITY. Pakistan Civil Aviation Authority will be the approving

authority for the issuance, variation, withdrawal or suspension of CP authority.

2.5.2 Air Operators are to contact the Director Flight Standards to process CP (Chief Pilot) nomination for onward approval by the Pakistan Civil Aviation Authority. For Flying Schools and Clubs the nomination may be taken up with Personnel Licensing Office (PLO), ( FSD, PCAA will on receipt of evaluation request will assess the individual thru flying and interview and forward the grade slip to PLO for further necessary action)

2.5.3 ADMINISTRATIVE PROCEDURE. Where the nominee is considered satisfactory, the

Inspector /AD GA of Pakistan Civil Aviation Authority shall, after a satisfactory monitored check, complete the grade slip and Approved person monitoring report. For Chief Pilots it is to be forwarded to Director Flight Standards and for Chief Flight Instructors to Personnel Licensing Office for approval, ensuring that a copy is retained on files and a copy is forwarded to the operator.

2.5.4 WITHDRAWAL OF CP PRIVILEGES

2.5.4.1 CP privileges may be withdrawn by the Pakistan Civil Aviation Authority in part or in whole without assigning any reason thereof. In these cases, Pakistan Civil Aviation Authority will issue a notice of suspension to the CP concerned and inform the Air Operator affected. Where there is an immediate threat to safety this privilege can be withdrawn immediately.

2.5.4.2 The Pakistan Civil Aviation Authority may withdraw a CP's authority if

evidence shows that the CP has: 2.5.4.2.1 at any time, acted in a manner which is in contravention of the

guidelines contained in this manual or in breach of the trust placed by the Authority on the CP;


01/08/2019 2-4 MNL-008-FSAS-2.0

2.5.4.2.2 placed a personal interest, or the interest of the company, ahead of the interest of the travelling public;

2.5.4.2.3 failed to attend the required initial or refresher training; 2.5.4.2.4 failed to maintain the required standards or to follow proper

procedures, or instructions provided in the CP Manual. 2.5.4.2.5 fraudulently used CP authority or has acted in any other way that

would discredit the Pakistan Civil Aviation Authority. 2.5.4.2.6 breached the Pakistan Civil Aviation Rules, Regulations,

Instructions etc; 2.5.4.2.7 Pakistan Civil Aviation Authority Inspector determines during the

course of a flight check, test or monitor ride, that the CP no longer meets Civil Aviation Standards. The CP will be informed verbally, immediately upon completion of the check ride or test, or the Inspector may stop the check at the time the problems occur;

2.5.4.2.8 exercised poor judgment in assessing candidates performance in

relation to the standards. 2.5.4.2.9 been recommended by the operator for withdrawal of CP authority

based on genuine ground. 2.5.4.2.10 failed in any flight check or PPC as evidenced by a CP, an Inspector

of Pakistan Civil Aviation Authority and/or Flight Simulation Training Device CP.

2.5.4.2.11 met with an incident or accident when acting as PIC or delivering

duties as CP where an investigation would find him responsible. 2.6 When it has been alleged that any CP has acted in a manner specified above, the Director

Flight Standards, prior to making a final decision in the matter, shall ensure:

2.6.1 a comprehensive report from Inspector /AD GA of Pakistan Civil Aviation Authority who has investigated the matter has been submitted for consideration ; and

2.6.2 the CP and where applicable, the company in question have been given a formal

opportunity to respond to the allegations, either verbally or in writing. The CP has the right to appeal the decision to the Pakistan Civil Aviation Authority within 10 days.

2.7 EXPIRATION OF CP AUTHORITY. A CP’s privileges will cease to be in force when;

2.7.1 the CP’s PPC on type or instrument rating has expired ; 2.7.2 the CP’s medical category invalidates his/her license (see section 2.2) 2.7.3 The CP has not been monitored by an Inspector within the preceding 12- month period

(The CP authority is valid to the first day of the 13th month following the month in which he/she was last monitored);


01/08/2019 2-5 MNL-008-FSAS-2.0

2.7.4 One or more of the conditions applicable for the appointment and/or maintenance of

approval to function as CP are not met.

2.8 CONDUCTING/MONITORING OF CPs. The Pakistan Civil Aviation Authority shall conduct/monitor the standards of all CPs by: 2.8.1 Conducting or monitoring each CP 2.8.2 Conducting a PPC and/or IRT on each CP or, monitoring him/her conducting recurrent

PPC and/or IRT on trainees once in every 12 months, 2.8.3 Monitoring the activities of each CP to ensure:

2.8.3.1 his/her reports are complete, accurate and meaningful; 2.8.3.2 his/her Flight Checks cover the required sequences; 2.8.3.3 his/her conduct of Flight Checks is fair and in conformance with the standards

and procedures described in this manual; 2.8.3.4 he/she is acting within the limits of his/her authority;

2.8.4 Completing the Approved Person Monitoring Report, retaining of records, and updating

the Air Operator’s CP file. 2.9 PROCEDURES FOR "CONDUCTING" OR "MONITORING" A CHECK RIDE

2.9.1 An Inspector / AD GA of Pakistan Civil Aviation Authority shall not act as

Pilot-in-Command when conducting any check ride. 2.9.2 Where a test is monitored in an aircraft or an approved Flight Simulation Training Device,

the Inspector will:

2.9.2.1 complete the CP monitoring report; 2.9.2.2 if the monitor was for a CP nominee, the Inspector will sign the PPC report and

attach a copy of the CP monitor form to the nomination. 2.9.2.3 Either the Inspector or CP may conduct pre-flight activities including the briefing

of the candidates. 2.9.2.4 Upon completion of the in-flight portion of the CP monitor, the Inspector and CP

will meet privately to reach agreement on the results of the check and the items to be covered in the debriefing. Where a disagreement exists between the evaluations of the Inspector and CP, the Inspector's evaluation shall take precedence, and be used in the debriefing.

2.9.2.5 A PPC, which has expired for more than 24 months, shall be conducted by an

Inspector/CP as an initial PPC. In case of non-availability of an Inspector, the authority may be delegated to a CP on a case to case basis.


01/08/2019 2-6 MNL-008-FSAS-2.0

2.10 GENERAL GUIDELINES FOR ISSUE/ RENEWAL/ PPCs AND IRTs

2.10.1 Purpose

2.10.1.1 PPCs and IRTs are conducted/monitored to assess the effectiveness and standard of the Air Operator's training and flight checking system and to qualify pilots for Air Operator operations in accordance with CARs.

2.10.1.2 The PPC and IRT will be conducted in accordance with the standards

described in this chapter as applicable. The PPC and IRT will be documented on the prescribed Report Form.

2.10.1.3 A PPC and IRT is deemed to be an initial check if the validity period of the last

check on type has expired by 24 months or more. 2.10.2 The Inspector and CP Relationship. It is desirable to have a CP or a training pilot

assist the Inspector on a Flight Check or Flight Simulation Training Device Check requiring an Inspector's participation; however, if a CP is not available, the flight check will be conducted solely by the Inspector as follows:

2.10.2.1 if the aircraft is certified for single-pilot operation, the Inspector may occupy the

co-pilot position except where the Air Operator has indicated in its operations manual that all flights will require a two-man crew;

2.10.2.2 where the aircraft is certified for operations with a minimum of two flight crew

and/or three crew (a flight engineer) the Inspector shall occupy the jump seat, the candidate will occupy either of the two pilot seats and a qualified safety pilot shall occupy the remaining pilot position; and

2.10.2.3 when the aircraft type specification requires two pilots, but is not equipped with

a jump seat, the Inspector may occupy the captain /co‐pilot position providing he/she is endorsed and current on the aircraft type, trained and competent on company operations and has written authority from the company.

2.10.2.4 The aircraft which is not equipped with jump seat, the inspector shall monitor

the check as per instructions of Director Flight Standards.

2.11 PARTICIPATION. When conducting a PPC or IRT in an aircraft, the CP may act as safety pilot and occupy either of the pilot flight positions or a jump seat in case of a flight engineer being checked. In these circumstances, the pre-flight briefing shall include in-flight duties assigned to the CP. Those duties shall be kept to a minimum to ensure adequate observation of the pilot's procedures, techniques and performance. CPs shall refrain from training or demonstrating proper technique during a check. Aircraft used for the flight check shall be equipped with fully functioning dual controls and provide for a satisfactory means of verbal communication.


01/08/2019 3-1 MNL-008-FSAS-2.0

Chapter 3

SPECIFIC GUIDE LINES FOR SKILL TEST 3.1 COMMERCIAL PILOT - AEROPLANE SKILL TEST PRE-REQUISITES

3.1.1 An applicant for the commercial pilot License – aeroplane is required to:

3.1.1.1 Possess at least a valid Student Pilot License or private pilot License with an aeroplane rating, if a commercial pilot License with an aeroplane rating is sought, or meet the flight experience required for the License sought (aeroplane rating);

3.1.1.2 Pass the appropriate CAA written examination with in 24th months before the skill test is taken;

3.1.1.3 Obtain the applicable instruction and aeronautical experience prescribed for the

pilot License or rating sought;

3.1.1.4 Possess a current class one medical Certificate.

3.1.1.5 Meet the age requirement for the issuance of the License;

3.1.1.6 Possess a written recommendation from an authorized flight instructor certifying that the applicant has been given flight instruction in preparation for the skill test, unless otherwise permitted by CAA.

3.1.1.7 Meet any other requirement, where applicable, set by Personnel Licensing

Authority in Adequacy and Review of Requirement Form (CL-4).

3.2 AIRCRAFT AND EQUIPMENT REQUIRED FOR THE SKILL TEST

3.2.1 The commercial pilot License applicant is required to provide an airworthy aircraft for use during the skill test. The aircraft should:

3.2.1.1 Have fully functioning dual controls. 3.2.1.2 Be capable of performing ALL appropriate TASKS for the commercial pilot

License or rating and have no operating limitations that prohibit the performance of those TASKS.

3.3 USE OF CAA-APPROVED FLIGHT SIMULATOR OR FLIGHT TRAINING

DEVICE

3.3.1 An applicant for Commercial Pilot License (CPL) may be authorized to use a Pakistan CAA approved flight simulator or flight training device, to complete certain flight task requirements listed in this skill test guide. An applicant seeking such certification must complete the training and testing requirements at an approved Flying Training Organization (FTO). The credit for such simulator or device would be as given in relevant ANOs.

3.3.2 An applicant seeking an added aeroplane rating to a commercial License may also use

CAA Pakistan approved flight simulator or flight training device to complete the flight task subject to limitations of respective ANOs.

3.3.3 When flight tasks are accomplished in an aeroplane, certain task elements may be

accomplished through "simulated" actions in the interest of safety and practicality, but


01/08/2019 3-2 MNL-008-FSAS-2.0

when accomplished in a flight simulator or flight- training device, these actions would not be "simulated." For example, when in an aeroplane, a simulated engine fire may be addressed by retarding the throttle to idle, simulating the shutdown of the engine, simulating the discharge of the fire suppression agent, if applicable, simulating disconnect of associated electrical, hydraulic, and pneumatics systems, etc. However, when the same emergency condition is addressed in a flight simulator or flight-training device, all task elements must be accomplished as would be expected under actual circumstances.

3.3.4 Similarly, safety of flight precautions taken in the aircraft for the accomplishment of a

specific maneuver or procedure (such as limiting altitude in an approach to stall or setting maximum airspeed for an engine failure expected to result in a rejected takeoff) need not be taken when a flight simulator or flight training device is used.

3.3.5 It is important to understand that whether accomplished in an aircraft, flight simulator or

flight training device, all TASKS and elements for each maneuver or procedure shall have the same performance guides applied equally for determination of overall satisfactory performance.

3.4 EXAMINER RESPONSIBILITY

3.4.1 The examiner conducting the skill test is responsible for determining that the applicant meets the acceptable standards of knowledge and skill of each TASK within the appropriate skill test guide. Since there is no formal division between the "oral" and "skill" portions of the skill test, this becomes an ongoing process throughout the test. To avoid unnecessary distractions, oral questioning should be used judiciously at all times, especially during the flight portion of the skill test.

3.4.2 Examiners shall test to the greatest extent practicable the applicant's correlative abilities

rather than mere rote enumeration of facts throughout the skill test. 3.4.3 During the flight portion of the skill test, the examiner shall evaluate the applicant's use of

visual scanning and collision avoidance procedures. 3.5 SATISFACTORY PERFORMANCE

3.5.1 Satisfactory performance to meet the requirements for certification is based on the applicant's ability to safely: 3.5.1.1 Perform the approved areas of operation for the License or rating;

3.5.1.2 Maintain control of the aeroplane at all times in a manner such that the

successful outcome of a procedure or maneuver is never seriously in doubt.

3.5.1.3 Demonstrate sound judgment; and

3.5.1.4 Demonstrate single-pilot competence if the aircraft is certified for single-pilot operations.

3.6 UNSATISFACTORY PERFORMANCE

3.6.1 If, in the judgment of the examiner, the applicant does not meet the given guides of performance of any TASK performed, the associated AREA OF OPERATION is failed and therefore, the skill test is failed. The examiner or applicant may discontinue the test any time after the failure of an AREA OF OPERATION and makes the applicant ineligible for the License or rating sought. However, the test may be continued ONLY with the consent of the applicant. If the test is either continued or discontinued, the applicant is entitled credit for only those AREAS OF OPERATION satisfactorily performed. However, during the retest and at the discretion of the examiner, any TASK


01/08/2019 3-3 MNL-008-FSAS-2.0

may be re-evaluated including those previously passed. Typical areas of unsatisfactory performance and grounds for disqualification are:

3.6.2 Any action or lack of action by the applicant that requires corrective intervention by the examiner to maintain safe flight.

3.6.3 Failure to use proper and effective visual scanning techniques to clear the area before

and while performing maneuvers.

3.6.4 Consistently exceeding tolerances stated in the Objectives,

3.6.5 Failure to take prompt corrective action when tolerances are exceeded.

3.6.6 When the performance of candidate is not satisfactory, the examiner shall record, on the skill test form, the applicant's unsatisfactory performance in terms of AREA OF OPERATIONS appropriate to the skill test conducted.

3.7 Crew Resource Management (CRM). "CRM" refers to the effective use of ALL

available resources; human resources, hardware, and information. "Human resources" includes all other groups routinely working with the cockpit crew (or pilot) who are involved in decisions that are required to operate a flight safely. These groups include, but are not limited to: dispatchers, cabin crewmembers, maintenance personnel and air traffic controllers. CRM is not a single TASK; it is a set of skill competencies that must be evident in all TASKS in this skill test guide as applied to either single pilot or a multi-crew operation.

3.8 APPLICANT'S USE OF CHECKLISTS. Throughout the skill test, the applicant is

evaluated on the use of an appropriate checklist. Proper use is dependent on the specific TASK being evaluated. The situation may be such that the use of the checklist, while accomplishing elements of an Objective, would be either unsafe or unfeasible, especially in a single-pilot operation. In this case, the method might demand the need to review the checklist after the elements have been met. In any case, use of a checklist must consider proper scanning vigilance and division of attention at all times.

3.9 USE OF DISTRACTIONS DURING SKILL TESTS. Numerous studies indicate that

many accidents have occurred when the pilot has been distracted during critical phases of flight. To evaluate the pilot's ability to utilize proper control technique while dividing attention both inside and/or outside the cockpit, the examiner shall cause a realistic distraction during the flight portion of the skill test to evaluate the applicant's ability to divide attention while maintaining safe flight.

3.10 POSITIVE EXC HANGE OF FLIGHT CONTROLS.

3.10.1 During flight training, there must always be a clear understanding between students and flight instructors of who has control of the aircraft. Prior to flight, a briefing should be conducted that includes the procedure for the exchange of flight controls. A positive three-step process in the exchange of flight controls between pilots is a proven procedure and one that is strongly recommended.

3.10.2 When the instructor wishes the student to take control of the aircraft, he/she will say,

"You have the flight controls". The student acknowledges immediately by saying, "I have the flight controls". The flight instructor again says, "You have the flight controls". When control is returned to the instructor, follow the same procedure. A visual check is recommended to verify that the exchange has occurred. There should never be any doubt as to who is flying the aircraft.


01/08/2019 3-4 MNL-008-FSAS-2.0


3.11.1 An appropriately rated flight instructor is responsible for training the commercial pilot License applicant to acceptable standards in all subject matter areas, procedures, and maneuvers included in the TASKS within the appropriate commercial pilot skill test guide. Additionally, the flight instructor must ensure that the applicant is able to perform safely as a pilot and is competent to pass the required skill test.

3.11.2 Throughout the applicant's training, the flight instructor is responsible for emphasizing

the performance of effective visual scanning, collision avoidance, and runway incursion avoidance procedures.


01/08/2019 4-1 MNL-008-FSAS-2.0

Chapter 4

CHECK PILOT GUIDE INSTRUMENT RATING AIRCRAFT (IR)

GENERAL INFORMATION 4.1 Instrument rating guide has been developed to be used by CAA inspectors and designated check

pilot examiners when conducting instrument rating---aeroplane and helicopter skill tests, and instrument proficiency checks for all aircraft. The pre-requisites to qualify for instrument rating test are given in relevant ANOs. However, instructors are expected to use this guide when preparing applicants for skill tests. Applicants should be familiar with this guide and refer to this guide during their training. IF A CONTRADICTION(s) IS FOUND IN THIS GUIDE AND ANY OF THE ANOs, LATER WILL TAKE PRECEDENCE OVER THIS GUIDE.

CHECK PILOT GUIDE BOOK DESCRIPTION 4.2 This test guide contains the instrument rating skill test guide for aeroplane and helicopter. It also

contains TASK requirements for the addition of aeroplane and helicopter, if an instrument rating is possessed by the applicant, in at least one other aircraft category. Required TASKS for instrument proficiency checks (PC) are also contained in this skill test guide.

4.3 An applicant holding an aeroplane or helicopter instrument rating will not have to take the entire

test when applying for an added rating. The TASKS required for each additional instrument rating are shown in the Rating Task Table on page 47.

4.4 The abbreviations within parentheses immediately following a task indicates the task is

appropriate to aeroplane, helicopter or pilot proficiency check. The meanings of the abbreviations are as under:

a) AP Aeroplane b) HELI Helicopter c) PC Proficiency check

USE OF GUIDE BOOK 4.5 The instrument rating skill test guide is designed to evaluate competency in both knowledge and

skill. 4.6 The CAA requires that all skill tests be conducted in accordance with the appropriate skill test

guide and relevant ANOs. Instrument rating applicants shall be evaluated in ALL TASKS included in the AREAS OF OPERATION of the appropriate skill test standard (unless instructed otherwise).

4.7 The TASKS apply to aeroplanes and helicopters. In certain instances, NOTES describe

differences in the performance of a TASK by an "aeroplane" applicant or "helicopter" applicant. When using the skill test guidebook, the examiner must evaluate the applicant's knowledge and skill in sufficient depth to determine that the guide of performance listed for all TASKS are met.

4.8 All TASKS in this skill test guide are required for the issuance of an instrument rating in

aeroplanes and helicopters. However, when a particular element is not appropriate to the aircraft, its equipment, or operational capability, that element may be omitted. Examples of these element exceptions would be high altitude weather phenomena for helicopters, integrated flight systems


01/08/2019 4-2 MNL-008-FSAS-2.0

for aircraft not so equipped, or other situations where the aircraft or operation is not compatible with the requirement of the element

PREREQUISITES OF INSTRUMENT RATING 4.9. An applicant for an instrument rating is required to:

4.9.1 hold at least a current private pilot license or higher, with an aircraft rating appropriate to the instrument rating sought;

4.9.2 pass the appropriate CAA written examination for IR;

4.9.3 complete approved IR course from CAA approved FTO or posses authenticated hours prescribed in relevant ANO for the instrument rating sought or complete approved IR course;

4.9.4 posses a current medical certificate;

4.9.5 obtain a written statement/appropriate form from an authorized flight instructor certifying

that the applicant has been trained and has satisfactory knowledge of the subject area(s) required to be tested.

4.9.6 Meet any other requirement, where applicable, set by Personnel Licensing Authority in

Adequacy and Review of Requirement Form (CL-4) AIRCRAFT AND EQUIPMENT REQUIRED FOR THE SKILL TEST 4.10. The applicant is to arrange, on his cost, an airworthy, certified Pakistan registered aircraft for use

during the skill test. The applicant is to ensure that:-

4.10.1 Operating limitations of the aircraft must not prohibit the TASKS required on the skill test.

4.10.2 Flight instruments are those required for controlling the aircraft without outside.

4.10.3 The required radio equipment is that which is necessary for communications with air traffic control (ATC),

4.10.4 The aircraft has instrumentations for the performance of two of the following non-

precision approaches i.e. VOR, NDB, LOC, and one precision approach i.e. ILS (glide slope, localizer, marker beacon etc.), and approach lights.

4.11 To obtain an instrument rating with multiengine privileges, an applicant must demonstrate

competency in a multiengine aeroplane not limited to center thrust. The multiengine aeroplane that is used to obtain unlimited multiengine privileges must have a Vmc speed established by the manufacturer, and produce an asymmetrical thrust configuration with the loss of one or more engines

EXAMINER'S RESPONSIBILITY 4.12 The examiner conducting the skill test is responsible for determining that the applicant meets the

acceptable standard of knowledge and skill of each TASK within the appropriate skill test


01/08/2019 4-3 MNL-008-FSAS-2.0

standard. Since there is no formal division between the "oral" and "skill" portions of the skill test, this becomes an ongoing process throughout the test. To avoid unnecessary distractions, oral questioning should be used judiciously at all times, especially during the flight portion of the skill test.

4.13 Examiners shall test to the greatest extent practicable the applicant's correlative abilities rather

than mere rote enumeration of facts throughout the skill test. 4.14 During the flight portion of the skill test, the examiner shall evaluate the applicant's use of visual

scanning, and collision avoidance procedures, w hen appropriate. Except for takeoff and landing, all TASKS shall be conducted solely by reference to instruments under actual or simulated instrument flight conditions.

4.15 The examiner may not assist the applicant in the management of the aircraft, radio

communications, navigational equipment, and navigational charts. In the event the test is conducted in an aircraft operation requiring a crew of two, the examiner may assume the duties of the second in command. Most helicopters certified for IFR operations must be flown using two pilots or a single pilot with an approved autopilot or a stability augmentation system (SAS). Therefore, when conducting skill tests in a helicopter (without autopilot, SAS, or copilot), examiners may act as an autopilot (e.g., hold heading and altitude), when requested, to allow applicants to tune radios, select charts, etc. Examiners may perform the same functions as an autopilot but should not act as a copilot performing more extensive duties. The examiner shall remain alert for other traffic at all times.

SATISFACTORY PERFORMANCE 4.16 Please refer to Para 3.5 page no 3-2. UNSATISFACTORY PERFORMANCE 4.17 Please refer to Para 3.6 page no 3-2. DISCONTINUANCE OF MISSION 4 . 1 8 W h e n a skill test is discontinued for reasons other than unsatisfactory performance (i.e.,

equipment failure, weather, illness etc.), the credit would be given to the applicant for areas in which satisfactory performance has been demonstrated. This would be recorded on relevant CAA forms and be presented to next examiner in re-test and made part of documents submitted to Licensing Authority.

CREW RESOURCE MANAGEMENT (CRM) 4.19 Please refer to Para 3.7 page no 3-3 APPLICANT'S USE OF CHECKLISTS 4.20 Please refer to Para 3.8 page no 3-3. USE OF DISTRACTIONS DURING SKILL TESTS 4.21 Please refer to Para 3.9 page no 3-3.


01/08/2019 4-4 MNL-008-FSAS-2.0

EXCHANGE OF FLIGHT CONTROLS 4.22 Please refer to Para 3.10 page no 3-3. FLIGHT INSTRUCTORS' RESPONSIBILITY 4.23 Please refer to Para 3.11 page no 3-4. EMPHASIS ON ATTITUDE INSTRUMENT FLYING AND PARTIAL-PANEL SKILLS 4.24 Many small aircraft are not equipped with dual, independent, gyroscopic heading or attitude

indicators and in many cases are equipped with only a single- vacuum source. Therefore, it is imperative for instrument pilots to acquire and maintain adequate partial-panel instrument skills and that they be cautioned not to be overly reliant upon the gyro-instrument systems.

4.25 The instrument rating skill test guide place increased emphasis on basic attitude instrument flying

and require the demonstration of partial-panel, non- precision instrument approach procedures. 4.26 Applicants may have an unfair advantage during partial-panel TASKS during an instrument

approach due to the location of the magnetic compass in some aircraft. When cross-checking the magnetic compass heading, a view of the runway or other visual clue may be sighted. It is the examiner's responsibility to determine if the applicant is receiving visual clues from outside the cockpit. If an examiner feels that the applicant is receiving outside visual clues, the examiner may devise other options to limit the applicant's view. By no means shall the examiner limit his view as the safety pilot.

4.27 AREA OF OPERATION IV requires the performance of basic instrument flight TASKS under both

full-panel and partial-panel conditions. These TASKS are described in detail in relevant study material. The TASKS require knowledge of attitude instrument flying procedures and a demonstration of the skills to perform the basic instrument maneuvers with full-instrument-panel and with certain instruments inoperative. The attitude instrument flying system of teaching is described in study material. It requires specific knowledge and interpretation of each individual instrument during training

4.28 A non-precision partial-panel approach is considered one of the most demanding situations that

could be encountered. If applicants can master this situation, they can successfully complete a less difficult precision approach. If an actual partial-panel approach in IMC becomes necessary, a less difficult precision approach should be requested, if available. Sound judgment would normally dictate such requests. However, this TASK during the instrument skill test requires that a non-precision approach be performed.

4.29 Examiners should determine that the applicant demonstrates competency in either the PRIMARY

and SUPPORTING or the CONTROL and PERFORMANCE CONCEPT method of instrument flying

4.30 RECOMMENDED ELEMENTS OF A STABILIZED APPROACH. All flights must be stabilized

by 1,000 feet above airport elevation in instrument meteorological conditions (IMC) and by 500 feet above airport elevation in visual meteorological conditions (VMC). An approach is stabilized when all of the following criteria are met:


01/08/2019 4-5 MNL-008-FSAS-2.0

1.30.1 The aircraft is on the correct flight path;

1.30.2 Only small changes in heading/pitch are required to maintain the correct flight path;

1.30.3 The aircraft speed is not more than VREF + 20 knots indicated airspeed and not less than VREF

1.30.4 The aircraft is in the correct landing configuration;

1.30.5 Sink rate is no greater than 1,000 feet per minute: if an approach requires a sink rate

greater than 1,000 feet per minute, a special briefing should be conducted:

1.30.6 Power setting is appropriate for the aircraft configuration and is not below the minimum power for approach as defined by the aircraft operating manual;

1.30.7 All briefings and checklists have been conducted;

1.30.8 Specific types of approaches are stabilized if they also fulfill the following: instrument

landing system (ILS) approaches must be flown within one dot of the glide slope and localizer; a Category II or Category III ILS approach must be flown within the expanded localizer band; during a circling approach, wings should be level on final when the aircraft reaches 300 feet above airport elevation; and,

1.30.9 Unique approach procedures or abnormal conditions requiring a deviation from the

above elements of a stabilized approach require a special briefing.

Note: An approach that becomes un-stabilized below 1,000 feet above airport elevation in 1MC or below 500 feet above airport elevation in VMC requires an immediate go-around.


01/08/2019 MNL-008-FSAS-2.0

APPENDICES


01/08/2019 APP. A-1 MNL-008-FSAS-2.0

APPENDIX – “A”

TASKS TO BE PERFORMED FOR

ADDITION OF AN AEROPLANE SINGLE RATING TO AN EXISTING COMMERCIAL PILOT LICENSE

Area Of Operation Tasks To Be

Conducted In Each Area Of Operations

I (PRE FLIGHT PREPARATION) D, F , II (PREFLIGHT PROCEDURES) ALL III (AIRPORT OPERATIONS) B IV (TIO LDG AND GO AROUND ALL

ALL V V

(PERFORMANCE MANEUVERS) ALL VI (GROUND REF MANEUVERS)

VII (NAVIGATION) NONE VIII (SLOW FLIGHT AND STALL) ALL

ALL IX (EMERGENCY OP X (MULTI-ENGINE OPERATIONS) NIL

ALL XI (HIGH ALTITUDE OPS) XII (POST FLIGHT PROCEDURES) ALL

Explanation:-

If a candidate is already holding a CPL (single or multi engine) and is being tested for additional aircraft rating, then he/she is required to be tested only in the tasks as indicated under heading "Task to be Conducted in each Area of Operation" against each area of operation in above table. For example, if a candidate is being tested for additional aircraft rating he/she will be tested in area of operation "I" (Pre Flight Preparation) for D (performance and limitations) and F (Operation of systems) only, while in area of operation "VII" (Navigation) he/she may not be tested for any area. However, it must be kept in mind that all regulatory requirement must be adhered to during course of skill test and not adhering to any, whether mentioned in this guide or not, would constitute failure.


01/08/2019 APP. A-2 MNL-008-FSAS-2.0

TASKS TO BE PERFORMED, FOR

ADDITION OF AN AEROPLANE MULTI-ENGINE RATING TO AN EXISTING COMMERCIAL PILOT LICENSE

Area of Operation

Tasks To Be Conducted In Each Area Of Operations if Single Engine Rating held in CPL

I (PRE FLIGHT PREPARATION) D, E, F ALL II (PREFLIGHT PROCEDURES)

Ill (AIRPORT OPERATIONS) B IV (I/O LDG AND GO AROUND) ALL V (PERFORMANCE MANEUVERS) ALL

NONE VI (GROUND REF MANEUVERS) VII (NAVIGATION) ALL VIII (SLOW FLIGHT AND STALL) - ALL IX (EMERGENCY OPS) ALL X* (MULTI-ENGINE OPERATIONS) ALL XI s(HIGH ALTITUDE OPS) A XII (POST FLIGHT PROCEDURES) ALL

* If the applicant is instrument rated, and instrument competency has been previously demonstrated in a multiengine aeroplane, AREA OF OPERATION X, TASKS A, B, and C need not be demonstrated.

Explanation:- If a candidate is already holding a CPL (single engine) and is being tested for additional aircraft rating, then he/she is required to be tested only in the tasks as indicated against each area of operation in above table. For example, if a candidate with CPL requires an additional aircraft rating he/she will be tested in area of operation "I" (Pre flight Preparation) for D(Performance and Limitations) and E (Principals of flight -- Engine inoperative) and F (Operation of Systems) only. However it must be kept in mind that all regulatory requirements must be adhered to during course of skill test. Not adhering to any, whether mentioned in this guide or not, would constitute failure.


01/08/2019 APP. A-3 MNL-008-FSAS-2.0

DELETION OF "LIMITED TO CENTER THRUST "MULTI-ENGINE LIMITATION FROM LICENSE

Area of Operation

COMMERCIAL PILOT RATING HELD MULTI ENGINE

(Limited to centre thrust)

I (PRE FLIGHT PREPARATION) D, E, F

II (PRE FLIGHT PROCEDURES) ALL

III (AIRPORT OPERATIONS) NONE

IV (T/O LDG AND GO AROUND) ALL

V (PERFORMANCE MANEUVERS) NONE

VI (GROUND REF MANEUVERS) NONE

VII (NAVIGATION) ALL

VIII (SLOW FLIGHT AND STALL) ALL

IX (EMERGENCY OPS) ALL

X* MULTI-ENGINE OPERATIONS) NONE

XI (HIGH ALTITUDE OPS) ALL

XII (POST FLIGHT PROCEDURES) ALL

* If the applicant is instrument rated, and instrument competency has only been previously demonstrated in a "Center Thrust Aeroplane," all TASKS in AREA OF OPERATION X must be demonstrated.


01/08/2019 APP. A-4 MNL-008-FSAS-2.0

APPLICANT'S SKILL TEST CHECKLIST BEFORE APPOINTMENT WITH EXAMINER

ACCEPTABLE AIRCRAFT

Aircraft Documents: In accordance with CAR 94 and Ops Manual of the operator Aircraft Maintenance Records:

Logbook Record of Airworthiness Inspections, Journey logbook record, DI, AD Compliance and other related documents as per CAA Instructions and CAR 94.

Pilot's Operating Handbook, Aeroplane Flight Manual

PERSONAL EQUIPMENT: - Only required equipment, depending on the type of mission is to be carried

View-Limiting Device Current Aeronautical Charts Computer and Plotter Flight Plan Form Flight Logs Current NOTAMS and Appropriate Publications

PERSONAL RECORDS

Identification - Photo/Signature ID Valid Pilot License Valid Medical Certificate CAA tech examination result Pilot Logbook with appropriate Instructor Endorsements Recommendations from FTO CL-4 from Personnel Licensing Authority Flight check authority from CAA (if check is conducted by CP)

I. PREFLIGHT PREPARATION A. TASK: LICENSES AND DOCUMENTS Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to Licenses and documents by explaining—

a. Commercial pilot License privileges and limitations. b. Medical certificate, class and duration as related to commercial pilot

privileges. c. Pilot logbook or flight records.

2. Exhibits knowledge related to Licenses and documents by explaining—

a. Certificate of Airworthiness. b. Certificate of registration. c. Certificate of release and Maintenance


01/08/2019 APP. A-5 MNL-008-FSAS-2.0

d. Operating limitations, placards, instrument markings, Pilot's Operating Handbook and Aeroplane Flight Manual.

e. Weight and balance data f. Minimum equipment list. g. Operations Manual h. Airworthiness directives, compliance records, maintenance/inspection

requirements, tests, and other appropriate records.

3. Exhibits knowledge of the elements and procedures related to inoperative instruments and equipment by explaining—

a. Limitations imposed on aeroplane operations with inoperative instruments or equipment.

b. Use of MEL

B. TASK: WEATHER INFORMATION Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to weather information by analyzing weather reports, charts, and forecasts from various sources with emphasis on—

a. Convective SIGMET's. b. SIGMET's. c. Wind shear reports. d. PIREP's.

2. Makes a competent "go/no-go" decision based on available weather information.

C. TASK: CROSS-COUNTRY FLIGHT PLANNING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to cross-country flight planning by presenting and explaining a pre-planned VFR cross-country flight, as previously assigned by the examiner. On the day of the test, the final flight plan shall include real-time weather to the first fuel stop. Computations shall be based on maximum allowable passenger, baggage and/or cargo loads.

2. Uses appropriate, current aeronautical charts. 3. Properly identifies airspace, obstructions, and terrain features. 4. Selects easily identifiable en route checkpoints. 5. Selects most favorable altitudes or flight levels, considering weather conditions and

equipment capabilities. 6. Computes headings, flight time, and fuel requirements. 7. Selects appropriate navigation system/facilities and communication frequencies. 8. Extracts and records pertinent information from NOTAM's, and other flight publications. 9. Completes navigation log and simulates filing a VFR flight plan

D. TASK: PERFORMANCE AND LIMITATIONS Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to performance and limitations by explaining the use of charts, tables, and appropriate data to determine performance, including


01/08/2019 APP. A-6 MNL-008-FSAS-2.0

takeoff, climb, cruise, endurance, landing distance, and the adverse effects of exceeding limitations.

2. Describes the effects of various atmospheric conditions on the aeroplane's performance, to include—

a. Calibrated airspeed. b. True airspeed. c. Pressure altitude. d. Density altitude.

3. Computes weight and balance, including adding, removing, and shifting weight. Determines if the weight and center of gravity will remain within limits during all phases of flight.

4. Determines whether the computed performance is within the aeroplane's capabilities and operating limitations

E. TASK: PRINCIPLES OFF LIGHT – ENGINE INOPERATIVE (MULTI- ENGINE AEROPLANES

ONLY) Objective. To determine that the applicant exhibits knowledge of the elements related to principles of flight - engine inoperative by explaining:

1. importance of reducing drag and banking properly into the good engine(s) for best performance.

2. Importance of establishing and maintaining proper airspeed. 3. Importance of maintaining proper pitch and bank attitudes, and proper coordination of

controls. 4. Performance available based on the following drag

configurations— a. extension of landing gear. b. extension of flaps. c. extension of both landing gear and flaps. d. wind milling propeller on the inoperative engine.

F. TASK: OPERATION OF SYSTEMS Objective. To determine that the applicant exhibits knowledge of the elements related to the operation of systems on the aeroplane provided for the skill test by explaining at least five (5) of the following:

1. Primary flight controls and trim. 2. Flaps, leading edge devices, and spoilers. 3. Power plant and propeller. 4. Landing gear system. 5. Fuel, oil, and hydraulic systems. 6. Electrical system. 7. Avionics systems. 8. Pitot-static system, Vacuum/pressure system and associated flight instruments. 9. Environmental system. 10. Deicing and anti-icing systems.

G. TASK: AEROMEDICAL FACTORS Objective. To determine that the applicant exhibits knowledge of the elements related to aero medical factors by explaining:


01/08/2019 APP. A-7 MNL-008-FSAS-2.0

1. The symptoms, causes, effects, and corrective actions of at least four (4) of the

following:-

a. Hypoxia. b. Hyperventilation. c. Middle ear and sinus problems. d. Spatial disorientation. e. Motion sickness. f. Carbon monoxide poisoning.

g. Stress and fatigue

2. The effects of alcohol and drugs, including over-the-counter drugs. 3. The effects of nitrogen excesses during scuba dives upon a pilot and/or passenger in

flight.

H. TASK: PHYSIOLOGICAL ASPECTS OF NIGHT FLYING Objective. To determine that the applicant exhibits knowledge of the elements related to the physiological aspects of night flying by explaining:

1. The function of various parts of the eye essential for night vision. 2. Adaptation of the eye to changing light. 3. Coping with illusions created by various light conditions. 4. Effects of the pilot's physical condition on visual acuity. 5. Methods for increasing vision effectiveness.

I. TASK: LIGHTING AND EQUIPMENT FOR NIGHT FLYING Objective. To determine that the applicant exhibits knowledge of the elements related to lighting and equipment for night flying by explaining:

1. Types and uses of various personal lighting devices, 2. Required equipment, additional equipment recommended, and location of external

navigation lighting of the aeroplane. 3. Meaning of various airport and navigation lights and method of determining their status.

II. PREFLIGHT PROCEDURES A. TASK: PREFLIGHT INSPECTION Objective. To determine that the applicant:

1. Knows and checks documents to be carried on board 2. Exhibits knowledge of the elements related to a preflight inspection including which items

must be inspected, the reasons for checking each item, and how to detect possible defects.

3. Inspects the aeroplane with reference to an appropriate checklist. 4. Verifies that the aeroplane is in condition for safe flight, notes any discrepancy, and

determines whether the aeroplane requires maintenance. 5. Locates and identifies switches, circuit breakers/fuses, and spare fuses, pertinent to day

and night operations.


01/08/2019 APP. A-8 MNL-008-FSAS-2.0

B. TASK: COCKPIT MANAGEMENT Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to efficient cockpit management procedures and related safety factors.

2. Organizes and arranges material and equipment in a manner that makes the items readily available.

3. Briefs or causes the briefing of occupants on the use of safety belts and emergency procedures.

4. Uses all appropriate checklists

C. TASK: ENGINE STARTING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to recommended engine starting procedures, including the use of an external power source, starting under various atmospheric conditions, awareness of other persons and property during start, and the effects of using incorrect starting procedures.

2. Accomplishes recommended starting procedures. 3. Completes appropriate checklists.

D. TASK: TAXIING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to recommended taxi procedures, including the effect of wind on the aeroplane during taxiing and the appropriate control position for such conditions.

2. Performs a brake check immediately after the aeroplane begins moving. 3. Positions flight controls properly, considering the wind. 4. Controls direction and speed without excessive use of brakes. 5. Complies with airport markings, signals, and ATC clearances. 6. Avoids other aircraft and hazards. 7. Completes the appropriate checklist

E. TASK: BEFORE TAKEOFF CHECK Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to the before takeoff check, including the reasons for checking each item and how to detect malfunctions.

2. Positions the aeroplane properly considering other aircraft, wind and surface conditions. 3. Divides attention inside and outside the cockpit. 4. Ensures the engine temperatures and pressures are suitable for run-up and takeoff. 5. Accomplishes the before takeoff checks and ensures the aeroplane is in safe operating

condition. 6. Reviews takeoff performance airspeeds, takeoff distances, departure and emergency

procedures. 7. Ensures no conflict with traffic prior to taxiing into takeoff position.


01/08/2019 APP. A-9 MNL-008-FSAS-2.0

8. Briefs crew on duties, if applicable. 9. Completes appropriate checklist.

III. AIRPORT OPERATIONS A. TASK: RADIO COMMUNICATIONS AND ATC LIGHT SIGNALS Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to radio communications, radio failure, and ATC light signals.

2. Demonstrates use of radio communications by:- a. selecting appropriate frequencies for facilities to be used. b. transmitting using recommended phraseology. c. acknowledging and complying with radio

communications and ATC instructions. 3. Uses appropriate procedures for simulated radio communications failure. 4. Complies with ATC light signals.

B. TASK: TRAFFIC PATTERNS Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to traffic pattern. This shall include procedures at controlled and uncontrolled airports, runway incursion and collision avoidance, wake turbulence avoidance, and approach procedure when wind shear is reported.

2. Complies with established traffic pattern procedures. 3. Maintains proper spacing from other traffic. 4. Establishes an appropriate distance from the runway/landing area. 5. Corrects for wind-drift to maintain proper ground track. 6. Remains oriented with runway and landing area in use. 7. Maintains and holds traffic pattern altitude ±100 feet (30 meters), and appropriate airspeed

±10 knots. 8. Completes appropriate checklists.

C. TASK: AIRPORT, TAXIWAY, AND RUNWAY SIGNS, MARKINGS, AND LIGHTING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to airport, taxiway, and runway signs, markings, and lighting.

2. Identifies and interprets airport, taxiway, and runway signs, markings, and lighting. IV. TAKEOFFS, LANDINGS, AND GO-AROUND

A. TASK: NORMAL AND CROSSWIND TAKEOFF AND CLIMB

NOTE: if a crosswind condition does not exist, the applicant's knowledge of the crosswind elements shall be evaluated through oral testing.

Objective. To determine that the applicant:


01/08/2019 APP. A-10 MNL-008-FSAS-2.0

1. Exhibits knowledge of the elements related to normal and crosswind takeoff and climb. 2. Exhibits Knowledge of V1, VR and V2 3. Positions the flight controls for the existing conditions. 4. Takes into consideration the requirements of taking off behind heavy aircraft, which has landed or

taken off ahead of the candidate's aircraft. 5. Clears the area, taxies into the takeoff position, and aligns the aeroplane on the runway center. 6. Advances the throttle to takeoff power. 7. For S E aeroplane, rotates at recommended airspeed, and accelerates to Vy, ±5 knots. For M E

aeroplane rotates and accelerates to climb speed at manufacturer's recommended airspeeds. In their absence, rotate at Vrc plus 5 knots and climb at Vy, ±5 knots.

8. Retracts the landing gear (where applicable) after a positive rate of climb is established. 9. Maintains takeoff power to a safe maneuvering altitude, then sets climb power. 10. Maintains directional control and proper wind-drift correction throughout the takeoff and climb. 11. Complies with noise abatement procedures. (Where applicable) 12. Completes appropriate checklists.

B. TASK: NORMAL AND CROSSWIND APPROACH AND LANDING

NOTE: If a crosswind condition does not exist, the applicant's knowledge of the crosswind elements shall be evaluated through oral testing.


1. Exhibits knowledge of the elements related to normal and crosswind approach and landing. 2. Considers the wind conditions, landing surface, and obstructions 3. Selects a suitable touchdown point. 4. Establishes the recommended approach and landing configuration and adjusts power and

attitude as required. 5. Maintains a stabilized approach and recommended airspeed with gust factor applied, ±5

knots. 6. Makes smooth, timely, and correct control application during the round out and touchdown. 7. Remains aware of the possibility of wind shear and/or wake turbulence. 8. Touches down smoothly at approximate stalling speed, at a specified point at or within 300

feet beyond a specified point with no drift, and with the aeroplane's longitudinal axis aligned with and over the runway centerline.

9. Maintains crosswind correction and directional control throughout the approach and landing.

10. Completes appropriate checklists. C. TASK: SOFT-FIELD TAKEOFF AND CLIMB (S E Aeroplane Only)

NOTE: If a Soft-field take off condition cannot be met, the applicant's knowledge of the Soft-field take off shall be evaluated through oral testing.


1. Exhibits knowledge of the elements related to a soft-field takeoff and climb. 2. Positions the flight controls and flaps for existing conditions to maximize lift as quickly as

possible. 3. Clears the area, taxies onto the takeoff surface at a speed consistent with safety and aligns

the aeroplane without stopping while advancing the throttle smoothly to takeoff power. 4. Establishes and maintains a pitch attitude that will transfer the weight of the aeroplane from


01/08/2019 APP. A-11 MNL-008-FSAS-2.0

the wheels to the wings. 5. Remains in ground effect after takeoff while accelerating to Vx or Vy, as required. 6. Maintains Vy, +5 knots. 7. Retracts the landing gear (where applicable) and flaps after a positive rate of climb is

established, or as specified by the manufacturer. 8. Maintains takeoff power to a safe maneuvering altitude, then sets climb power. 9. Maintains directional control and proper wind-drift correction throughout the takeoff and

climb. 10. Completes appropriate checklists.

D. TASK: SOFT-FIELD APPROACH AND LANDING (S E Aeroplane only)

NOTE: If a Soft-field approach and landing condition cannot be met, the applicant's knowledge of the Soft-field approach and landing shall be evaluated through oral testing.


1. Exhibits knowledge of the elements related to a soft-field approach and landing. 2. Considers the wind conditions, landing surface, and obstructions. 3. Selects the most suitable touchdown point. 4. Establishes the recommended approach and landing configuration and adjusts power

and pitch attitude as required. 5. Maintains a stabilized approach and recommended airspeed, or in its absence, not more

than 1.3 Vso, with gust factor applied, ±5 knots. 6. Makes smooth, timely, and correct control application during the round out and

touchdown. 7. Maintains crosswind correction and directional control throughout the approach and

landing. 8. Touches down softly, with no drift, and with the aeroplane's longitudinal axis aligned with

the landing surface. 9. Maintains proper position of the flight controls and sufficient speed to taxi on the soft

surface. 10. Completes appropriate checklists.

E. TASK: SHORT-FIELD TAKE OFF AND CLIMB Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to a short-field takeoff and climb. 2. Positions the flight controls and flaps for the existing conditions. 3. Clears the area, taxies into position for maximum utilization of available takeoff area. 4. Advances the throttle smoothly to takeoff power while holding brakes, or as specified by

the manufacturer. 5. Rotates at the recommended airspeed. 6. Climbs at manufacturer's recommended airspeed and configuration, or in their absence

at Vx, +5/-0 knots until the obstacle is cleared, or until the aeroplane is at least 50 feet (20 meters) above the surface.

7. After clearing the obstacle, accelerates to and maintains Vy, ±5 knots. 8. Retracts the landing gear (where applicable) and flaps after a positive rate of climb is

established, or as specified by the manufacturer. 9. Maintains takeoff power to a safe maneuvering altitude, then sets climb power. 10. Maintains directional control and proper wind-drift correction throughout the takeoff and

climb. 11. Completes appropriate checklists.


01/08/2019 APP. A-12 MNL-008-FSAS-2.0

F. TASK: SHORT-FIELD APPROACH AND LANDING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to a short-field approach and landing. 2. Considers the wind conditions, landing surface, and obstructions. 3. Selects the most suitable touchdown point. 4. Establishes the recommended approach and landing configuration and adjusts power

and pitch attitude as required. 5. Maintains a stabilized approach and recommended airspeed, or in its absence, not more

than 1.3 Vso, with gust factor applied, ±5 knots. 6. Makes smooth, timely, and correct control application during the round out and

touchdown. 7. Remains aware of the possibility of wind shear and/or wake turbulence. 8. Touches down at a specified point at or within 100 feet (30 meters) beyond the specified

point, with little or no float, with no drift, and with the aeroplane's longitudinal axis aligned with and over the center of the landing surface.

9. Maintains crosswind correction and directional control throughout the approach and landing.

10. Applies brakes, as necessary, to stop in the shortest distance consistent with safety. 11. Completes appropriate checklists.

G. TASK: GO-AROUND Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to a go-around. 2. Makes a timely decision to discontinue the approach to landing. 3. Applies maximum allowable power immediately and establishes the pitch attitude that

will stop the descent. 4. Retracts flaps to approach setting. 5. Retracts the landing gear (where applicable) after a positive rate of climb is established,

or as specified by the manufacturer. 6. For S E Aeroplane, trims the aeroplane to accelerate to Vy before the final flap retraction

then climbs at Vy, ±5 knots. For M E Aeroplane, trims the aeroplane to accelerate to best single-engine climb speed or Vy, whichever is greater, before the final flap retraction then climbs at the appropriate airspeed, ±5 knots.

7. Maneuvers to the side of runway/landing area to clear and avoid (simulated) conflicting traffic.

8. Maintains maximum allowable powers to a safe maneuvering altitude, then sets climb power.

9. Maintains proper wind-drift correction and obstruction clearance throughout the transition to climb.

10. Completes appropriate checklists.

V. PERFORMANCE MANEUVERS A. TASK: STEEP TURNS Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to steep turns.


01/08/2019 APP. A-13 MNL-008-FSAS-2.0

2. Selects an altitude that allows the task to be completed no lower than 1,500 feet AGL (460 meters) for S E aeroplane and 2,000 feet (610 meters) for M E Aeroplane or the manufacturer's recommended altitude, whichever is higher.

3. Establishes the manufacturer's recommended airspeed or if one is not stated, the examiner may designate a safe airspeed not to exceed VA.

4. Enters a smooth, coordinated 360° steep turn with a 45° bank, +5°, immediately followed by a 360° steep turn in the opposite direction.

5. Divides attention between aeroplane control and orientation. 6. Rolls out on the entry heading ±10°. 7. Maintains the entry altitude throughout the maneuver, ±100 feet (30 meters), and

airspeed ±10 knots. B. TASK: LAZY EIGHTS (S E Aeroplane Only) Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to performance factors associated with lazy eights.

2. Selects an altitude that will allow the task to be performed no lower than 1,500 feet AGL (460 meters) or the manufacturer's recommended altitude, whichever is higher.

3. Selects a prominent 90° reference point in the distance. 4. Establishes the recommended entry power and airspeed. 5. Plans and remains oriented while maneuvering the aeroplane with positive, accurate

control, and demonstrates mastery of the aeroplane. 6. Achieves the following throughout the task:-

a. constant change of pitch, bank, and turn rate. b. altitude and airspeed consistent at the 90° points, ±100 feet (30 meters) and ±10

knots respectively. c. through proper power setting,. attains the starting altitude and airspeed at the

completion of the maneuver, ±100 feet (30 meters) and ±10 knots respectively.

d. heading tolerance ±10° at each 180° point. 7. Continues the task through at least two 180° circuits and resumes straight-and-level

flight.

VI. GROUND REFERENCE MANEUVER TASK: WING OVER (S E Aeroplane Only) Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to wing over including the relationship of groundspeed change to the performance of the maneuver.

2. Converts extra speed into height while positioning the aeroplane for next manoeuvre without imposing negative g's.

3. Clears the area for any other traffic, bird or any other hazard. 4. Gets in line with line feature as a reference for another manoeuvre. 5. Gets into correct dive angle for next manoeuvre. 6. Gets into correct speed for next manoeuvre. 7. Gets to correct power setting. 8. Exhibits proper orientation, division of attention, and planning. 9. Applies the necessary wind-effect correction to come correctly in line with ground

feature.


01/08/2019 APP. A-14 MNL-008-FSAS-2.0

VII. NAVIGATION A. TASK: PILOT AGE AND DEAD RECKONING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to pilot age and dead reckoning. 2. Correctly flies to at least the first planned checkpoint to demonstrate accuracy in

computations, considers available alternates, and suitable action for various situations including possible route alteration by the examiner.

3. Follows the preplanned course by reference to landmarks. 4. Identifies landmarks by relating the surface features to chart symbols. 5. Navigates by means of pre-computed headings, groundspeed, and elapsed time. 6. Verifies the aeroplane's position within 1 nautical mile (1.85 km) of flight-planned route at

all times. 7. Arrives at the en route checkpoints or destination within 3 minutes of the ETA. 8. Corrects for, and records, the differences between preflight fuel, groundspeed, and

heading calculations and those determined en route. 9. Maintains appropriate altitude, ±100 feet (30 meters), and headings, ±10°. 10. Completes appropriate checklists.

B TASK: NAVIGATION SYSTEMS AND ATC RADAR SERVICES Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to navigation systems and ATC radar services.

2. Selects and identifies the appropriate navigation system/facility. 3. Locates the aeroplane's position using radials, bearings, or coordinates, as appropriate. 4. Intercepts and tracks a given radial or bearing, if appropriate. 5. Recognizes and describes the indication of station passage. 6. Recognizes signal loss and takes appropriate action. 7. Utilizes proper communication procedures when utilizing ATC radar services. 8. Maintains the appropriate altitude, ±100 feet (30 meters), heading ±10°.

C. TASK: DIVERSION Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to procedures for diversion. 2. Selects an appropriate alternate airport and route. 3. Diverts toward the alternate airport promptly. 4. Makes an accurate estimate of heading, groundspeed, arrival time, and fuel

consumption to the alternate airport. 5. Maintains the appropriate altitude, ±100 feet (30 meters) and heading ±100.

D. TASK: LOST PROCEDURE Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to lost procedures. 2. Selects the best course of action, including best power and altitude. 3. Maintains the original or appropriate heading and if necessary, climbs (Takes due

clearances, if in contact with appropriate facility).


01/08/2019 APP. A-15 MNL-008-FSAS-2.0

4. Attempts to identify nearest prominent landmark(s). 5. Uses available navigation aids or contacts an appropriate facility for assistance. 6. Plans a precautionary landing if deteriorating visibility and/or fuel exhaustion is

imminent. VIII. SLOW FLIGHT AND STALLS A. TASK: MANEUVERING DURING SLOW FLIGHT Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to flight characteristics and controllability associated with maneuvering during slow flight.

2. Selects an entry altitude that will allow the task to be completed no lower than 1,500 feet (460 meters) AGL for S E Aeroplane and 2,000 feet (610 Meters) AGL for M E Aeroplane or the manufacturer's recommended altitude, whichever is higher.

3. Stabilizes and maintains the airspeed at 1.2 Vs1, ±5 knots. 4. Establishes straight-and-level flight and level turns, with gear and flaps selected as

specified by the examiner. 5. Maintains the specified altitude, ±50 feet (20 meters). 6. Maintains the specified heading during straight flight ±100. 7. Maintains specified bank angle, ±10°, during turning flight. 8. Rolls out on specified headings, ±10°. 9. Divides attention between aeroplane control and orientation.

B. TASK: POWER-OFF STALLS Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to aerodynamic factors associated with power-off stalls and how this relates to actual approach and landing situations.

2. Selects an entry altitude that allows the task to be completed no lower than 1,500 feet (460 meters) AGL for S E Aeroplane and 2,000 feet (610 Meters) AGL for M E Aeroplane or the manufacturer's recommended altitude, whichever is higher.

3. Establishes a stabilized descent, in the approach or landing configuration, as specified by the examiner.

4. Transitions smoothly from the approach or landing attitude to a pitch attitude that will induce a stall.

5. Maintains the specified heading ±10°, in straight flight; maintains a specified angle of hank, not to exceed 30°, +0/-10°, in turning flight, while inducing a stall.

6. Recognizes and announces the onset of the stall by identifying the first aerodynamic buffeting or decay of control effectiveness

7. Recovers promptly as the stall occurs by simultaneously decreasing the pitch attitude, increasing power and leveling the wings, with a minimum loss of altitude.

8. Retracts flaps to the recommended setting, and retracts landing gear (where applicable) after a positive rate of climb is established.

9. Accelerates to Vx or Vy speed before final flap retraction, or as recommended by the manufacturer.

10. Returns to the altitude, heading, and airspeed specified by the examiner. C. TASK: POWER-ON STALLS

NOTE: in some high performance aeroplanes, the power setting may have to be reduced below the skill test standards guideline power setting to prevent excessively high pitch attitudes (greater than 30° nose up).



01/08/2019 APP. A-16 MNL-008-FSAS-2.0

1. Exhibits knowledge of the elements related to aerodynamic factors associated with

power-on stalls and how this relates to actual takeoff and departure situations. 2. Selects an entry altitude that allows the task to be completed no lower than 1,500 feet

(460 meters) AGL for S E Aeroplane and 2,000 feet (610 Meters) for M E Aeroplane or the manufacturer's recommended altitude, whichever is higher.

3. Establishes the takeoff configuration and slows the aeroplane to normal lift-off speed. 4. Sets power to manufacturer's recommended power-on stall power setting while

establishing the climb attitude (in the absence of a manufacturer recommended power setting, use no less than approximately 55-60 percent of full power as a guideline).

5. Maintains the specified heading ±10°, in straight flight; maintains a specified angle of bank, not to exceed a 20° angle of bank, ±10°, in turning flight.

6. Recognizes and announces the onset of the stall by identifying the first aerodynamic buffeting or decay of control effectiveness.

7. Recovers promptly as the stall occurs, by simultaneously decreasing the pitch attitude, increasing power and leveling the wings, with a minimum loss of altitude.

8. Retracts flaps and landing gear (if applicable) after a positive rate of climb is established. 9. Returns to the altitude, heading, and airspeed specified by the examiner.

D. TASK: SPIN AWARENESS Objective. To determine that the applicant exhibits knowledge of the elements related to spin awareness by explaining:

1. Aerodynamic conditions required for a spin. 2. Flight situations and conditions where unintentional spins may occur. 3. Instrument indications during a spin and/or spiral. 4. Techniques and procedures used to recognize and recover from unintentional spins.

IX. EMERGENCY OPERATIONS A. TASK: EMERGENCY DESCENT Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to an emergency descent. 2. Recognizes situations, such as decompression, cockpit smoke and/or fire that require an

emergency descent. 3. Establishes the emergency descent configuration and airspeed, and maintains that

airspeed, ±5 knots. 4. Uses proper engine control settings. 5. Exhibits orientation, division of attention, and proper planning. 6. Maintains positive load factors during the descent. 7. Completes appropriate checklists.

B. TASK: MANEUVERING WITH ONE ENGINE INOPERATIVE (M E Aeroplane Only)

NOTE: The feathering of one propeller shall be demonstrated in flight, in a multiengine aeroplane equipped with propellers, which can be safely feathered and unfeathered. The maneuver shall be performed at altitudes and positions where safe landings on established airports can be readily accomplished. In the event a propeller cannot be unfeathered during the skill test, it shall be treated as an emergency.


1. Exhibits knowledge of the elements related to maneuvering with one engine inoperative.


01/08/2019 APP. A-17 MNL-008-FSAS-2.0

2. Selects an entry altitude that will allow the task to be completed no lower than 3,000 feet (920 meters) AGL or the manufacturer's recommended altitude, whichever is higher.

3. Sets the engine controls, identifies and verifies the inoperative engine, feathers appropriate propeller, and reduces drag.

4. Attains the best engine inoperative airspeed and appropriately trims the aeroplane and maintains control.

5. Follows the prescribed checklist to verify procedures for securing the inoperative engine. 6. Establishes a bank toward the operating engine, as necessary, for best performance. 7. Monitors the operating engine and updates decisions based on observational feedback. 8. Restarts the inoperative engine using appropriate restart procedures. 9. Maintains the specified altitude ±100 feet (30 meters) and heading ±10°, when straight-and-

level; levels off from climbs and descents, at specified altitudes, ±100 feet (30 meters). 10. Completes the appropriate checklist.

C. TASK: ENGINE INOPERATIVE - LOSS OF DIRECTIONAL CONTROL DEMONSTRATION (M E Aeroplane Only)

NOTE: Aeroplanes with normally aspirated engines will lose power as altitude increases because of the reduced density of the air entering the induction system of the engine. This loss of power will result in a Vmc lower than the stall speed at higher altitudes. Also, some aeroplanes have such an effective rudder that even at sea level Vmc is lower than stall speed. For these aeroplanes, a demonstration of loss of directional control may be safely conducted by limiting travel of the rudder pedal to simulate maximum available rudder. Limiting travel of the rudder pedal should be accomplished at a speed well above the power-off stall speed (approximately 20 knots). This will avoid the hazards of stalling one wing with maximum allowable power applied to the engine on the other wing. In the event of any indication of stall prior to loss of directional control, recover to the entry airspeed. The demonstration should then be accomplished with the rudder pedal blocked at a higher airspeed. 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 aeroplane control.

Objective. To determine that the applicant: 1. Exhibits knowledge of the elements related to engine inoperative loss of directional control by

explaining the- a. Meaning of the term "critical engine." b. Effects of density altitude on the Vmc demonstration. c. Effects of aeroplane weight and center of gravity on control. d. Reasons for Variations in Vmc. e. Relationship of Vmc to stall speed. f. Reasons for loss of directional control. g. Indications of loss of directional control. h. Importance of maintaining proper pitch and bank attitude, and proper coordination of

controls. i. Loss of directional control recovery procedure. j. Engine failure during takeoff including; planning, decisions, and single-engine

operations. 2. Exhibits skills in performing an engine inoperative-loss of directional control demonstration—

a. Selects an entry altitude that will allow the task to be completed no lower than 3,000 feet (920 meters) AGL or the manufacturer's recommended altitude, whichever is higher.


01/08/2019 APP. A-18 MNL-008-FSAS-2.0

b. Configures the aeroplane at Vsse /VySE, as appropriate, as follows: (1) Landing gear retracted. (2) Flaps set for takeoff. (3) Cowl flaps set for takeoff. (4) Trim set for takeoff. (5) Propellers set for high RPM. (6) Power on critical engine reduced to idle. (7) Power on operating engine set to takeoff or maximum available power.

c. Establishes a single-engine climb attitude with the airspeed at approximately 10 knots above Vse.

d. Establishes a bank toward the operating engine, as required for best performance and controllability.

e. Increases 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.

f. Recognizes and announces the first indications of loss of directional control, stall warning or buffet.

g. Recovers promptly by simultaneously reducing power sufficiently on the operating engine while decreasing the angle of attack as necessary to regain airspeed and directional control with a minimum loss of altitude. Recovery SHOULD NOT be attempted by increasing the power on the simulated failed engine.

h. Recovers within 20° of the entry heading. I. Advances power smoothly on operating engine and accelerates to VXSE NySE, as

appropriate, ±5 knots, during the recovery.

D. TASK: ENGINE FAILURE DURING TAKEOFF BEFORE Vmc (M E Aeroplane Only) NOTE: A simulated engine failure shall be accomplished before reaching 50 percent of the calculated Vmc.


1. Exhibits knowledge of the elements related to the procedure used for engine failure during takeoff prior to reaching Vmc.

2. Utilizes the appropriate emergency procedures. 3. Promptly and smoothly closes the throttle(s) when simulated engine failure occurs. 4. Maintains directional control within 15 feet (5 meters) of the runway center while applying

the brakes and nose wheel steering as necessary. E. TASK: ENGINE FAILURE AFTER LIFT-OFF (SIMULATED) (M E Aeroplane Only) Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to the procedure used for engine failure after lift-off.

2. Recognizes a simulated engine failure promptly, maintains control, and utilizes appropriate emergency procedures.

3. Reduces drag, identifies and verifies the inoperative engine after simulated engine failure. 4. Simulates feathering the propeller on the inoperative engine. Examiner shall then establish

zero-thrust on the inoperative engine. 5. Establishes VySE or VXSE as required, if obstructions are present, establishes VXSE or Vmc +5

knots, whichever is greater, until obstruction is cleared, then VySE. 6. Follows the engine failure takeoff checklist after reaching 400 feet (120 meters) or safe


01/08/2019 APP. A-19 MNL-008-FSAS-2.0

obstruction clearance altitude. 7. Establishes a bank toward the operating engine, as necessary, for best performance. 8. Attempts to determine the reason for the engine malfunction. 9. Determines if it is feasible to restart the affected engine; if so, follows appropriate restart

procedures. 10. Returns for landing at the airport or other suitable landing area. 11. Completes appropriate checklists.

F. TASK: APPROACH AND LANDING WITH AN INOPERATIVE ENGINE (SIMULATED) (M E Aeroplane Only) Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to approach and landing procedures to be used in various emergency situations.

2. Recognizes a simulated engine failure, maintains control and utilizes recommended emergency procedures.

3. Sets the engine controls, reduces drag, and identifies and verifies the inoperative engine. 4. Simulates feathering the propeller of the inoperative engine. The examiner shall establish

zero-thrust on the simulated inoperative engine. 5. Establishes the best engine inoperative airspeed, ±5 knots. 6. Banks toward the operating engine, as necessary, for best performance and trims

aeroplane. 7. Determines if it is feasible to restart the affected engine. 8. Plans and follows a flight pattern to the selected airport or landing area. 9. Establishes the best engine inoperative approach, landing configuration, and airspeed. 10. Maintains a stabilized approach and the recommended approach airspeed, ±5 knots,

until landing is assured. 11. Maintains crosswind correction and directional control throughout the approach and

landing. 12. Makes smooth, timely and correct control applications during round out and touchdown. 13. Touches down within first one-third of available runway, with no drift and the aeroplane's

longitudinal axis aligned with the runway centerline. 14. Completes appropriate checklists.

G. TASK: EMERGENCY APPROACH AND LANDING (S E Aeroplane Only) NOTES: 1. Emergency landings shall be evaluated over favorable terrain,

keeping CARs 94 limitations in mind. 2. If emergency approach and landing condition cannot be

demonstrated, the applicant's knowledge of emergency approach and landing shall be evaluated through oral testing.


1. Exhibits knowledge of the elements related to emergency approach procedures. 2. Establishes recommended best-glide airspeed, t10 knots, and configuration during

simulated emergencies. 3. Selects a suitable landing area, considering the possibility of an actual emergency

landing. 4. Attempts to determine the reason for the simulated malfunction. 5. Varies airspeed, descent, and flight pattern as necessary, so as to arrive at selected

landing area, considering altitude, wind, terrain, obstructions, and other factors. 6. Prepares for low approach, landing, or go-around, as specified by the examiner.


01/08/2019 APP. A-20 MNL-008-FSAS-2.0

7. Completes appropriate checklists. H. TASK: SYSTEMS AND EQUIPMENT MALFUNCTIONS

NOTE: Examiners shall relate the required applicant's knowledge in this TASK to the most complex aeroplane used for the skill test.


1. Exhibits knowledge of the elements related to causes, indications, and pilot actions for various systems and equipment malfunctions.

2. Analyzes the situation and takes appropriate action for at least five (5) of the following simulated emergencies-

a. partial power loss. b. engine failure during various phases of flight. c. engine roughness or overheat. d. loss of oil pressure. e. fuel starvation. f. smoke and fire. g. icing. h. pitot static vSacuum system and associated flight instruments. i. electrical. j. landing gear. k. flaps (symmetrical position). l. inadvertent door opening. m. emergency exits open. n. any other emergency unique to the aeroplane flown.

3. Follows the appropriate emergency checklists or procedures. I. TASK: EMERGENCY EQUIPMENT AND SURVIVAL GEAR Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to emergency equipment appropriate to the aeroplane used for the skill test by describing—

a. location in the aeroplane. b. method of operation. c. servicing requirements. d. method of safe storage.

2. Exhibits knowledge of the elements related to survival gear by describing— a. survival gear appropriate for operation in various climatologically and

topographical environments. b. location in the aeroplane. c. method of operation. d. servicing requirements. e. method of safe storage.

X. MULTIENGINE OPERATIONS A. TASK: ENGINE FAILURE DURING FLIGHT (By Reference to Instruments) Objective. To determine that the applicant:


01/08/2019 APP. A-21 MNL-008-FSAS-2.0

1. Exhibits knowledge of the elements related to engine failure during flight. 2. Recognizes simulated engine failure promptly during straight and level flight and turns to

predetermined headings. 3. Sets the engine controls, reduces drag, and identifies and verifies the inoperative engine. 4. Attains the best engine inoperative airspeed and appropriately trims and maintains

control. 5. Follows the prescribed checklist to verify procedures for securing the inoperative engine. 6. Establishes a bank toward the operating engine(s), as necessary, for best performance. 7. Attempts to determine the reason for the engine malfunction. 8. Monitors the operating engine(s) and updates decisions based on observational

feedback. 9. Determines if it is feasible to restart the affected engine; if so, follows appropriate restart

procedures. 10. Demonstrates coordinated flight while flying straight-and-level and while turning in both

directions. 11. Maintains the specified altitude ±100 feet (30 meters), if within the aeroplane's capability,

the specified airspeed ±10 knots, and the specified heading ±10°, if straight-and-level, or the specified bank within ±10° of the standard rate bank angle, if in a turn.

B. TASK: INSTRUMENT APPROACH - ALL ENGINES OPERATING (By Reference to Instruments) Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to a published instrument approach with all engines operating.

2. Sets the navigation and communication equipment used during the approach and uses the proper communications technique.

3. Requests and receives an actual or simulated ATC clearance for an instrument approach.

4. Follows instructions and instrument approach procedures correctly. 5. Maintains a specified airspeed within 10 knots and an altitude within 100 feet (30

meters), prior to the final approach fix. 6. Establishes a rate of descent that will ensure arrival at the MDA or DH, whichever is

appropriate, in a position from which a normal landing can be made either straight-in or circling.

7. Allows, while on the final approach segment, no more than three quarter-scale deflection of the localizer/glideslope indicators, CDI, or within 10° in the case of RMI or ADF indicators.

8. Avoids descent below the published minimum altitude on straight-in approaches or exceeding the visibility criteria for the aircraft approach category on circling approaches.

9. Completes the appropriate checklist. C. TASK: INSTRUMENT APPROACH - ONE ENGINE INOPERATIVE (By Reference to Instruments) Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to multiengine procedures used during a published instrument approach with one engine inoperative.

2. Sets the navigation and communication equipment used during the approach and uses the proper communications technique.

3. Requests and receives an actual or simulated ATC clearance for an instrument


01/08/2019 APP. A-22 MNL-008-FSAS-2.0

approach. 4. Recognizes simulated engine failure and maintains control. 5. Sets the engine controls, reduces drag, and identifies and verifies the inoperative engine.

The examiner shall establish zero-thrust on the inoperative engine. 6. Follows the appropriate checklist to verify procedures for securing the inoperative

engine. 7. Establishes a bank toward the operating engine, as necessary, for best performance. 8. Establishes the best engine inoperative airspeed, ±5 knots and trims the aeroplane. 9. Monitors the operating engine(s) and updates decisions based on observational

feedback. 10. Attempts to determine the reason for the engine malfunction. 11. Determines if it is feasible to restart the affected engine; if so, follows appropriate restart

procedures. 12. Follows instructions and instrument approach procedures correctly. 13. Maintains a specified airspeed within 10 knots and an altitude within 100 feet (30

meters), prior to the final approach fix. 14. Reviews Single Engine missed approach procedure. 15. Establishes a rate of descent that will ensure arrival at the MDA or DH, whichever is

appropriate, in a position from which a normal landing can be made either straight-in or circling.

16. Allows, while on final approach segment, no more than three-quarter- scale deflection of the localizer/glide slope indicators, CDI, or within 10° in the case of RMI or ADF indicators.

17. Avoids descent below the published minimum altitude on straight- in approaches or exceeding the visibility criteria for the aircraft approach category on circling approaches.

18. Completes appropriate checklists.

XI. HIGH ALTITUDE OPERATIONS A. TASK: SUPPLEMENTAL OXYGEN Objective. To determine that the applicant exhibits knowledge of the elements related to supplemental oxygen by explaining:

1. Supplemental oxygen requirements for flight crew and passengers when operating non-pressurized aeroplanes.

2. Distinctions between "aviators' breathing oxygen" and other types. 3. Method of determining oxygen service availability. 4. Operational characteristics of continuous flow, demand, and pressure-demand oxygen

systems. 5. Care and storage of high-pressure oxygen bottles.

B. TASK: PRESSURIZATION

NOTE: This TASK applies only if the flight test aeroplane is equipped for pressurized flight operations.


5 Exhibits knowledge of the elements related to pressurization by explaining— a. fundamental concept of cabin pressurization. b. supplemental oxygen requirements when operating aeroplanes with


01/08/2019 APP. A-23 MNL-008-FSAS-2.0

pressurized cabins. c. physiological hazards associated with high altitude flight and

decompression. d. operational and physiological reasons for completing emergency

descents. e. need for wearing safety belts and for rapid access to supplemental

oxygen. 2. Operates the pressurization system properly, and reacts promptly and properly to

simulated pressurization malfunctions. XII. POST-FLIGHT PROCEDURES A. TASK: AFTER LANDING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to after-landing procedures, including local and ATC procedures.

2. Clears runway/landing area, taxies to suitable parking/refueling area using proper wind correction and obstacle clearance procedures.

3. Completes appropriate checklists. B. TASK: PARKING AND SECURING Objective. To determine that the applicant:

1. Exhibits knowledge of the elements related to ramp safety, parking hand signals, shutdown, securing, and post flight inspection.

2. Parks the aeroplane properly, considering the safety of nearby persons and property. 3. Follows the recommended procedure for engine shutdown, securing the cockpit, and

deplaning passengers. 4. Secures the aeroplane properly. 5. Performs a satisfactory post flight inspection and fills all appropriate forms. 6. Completes appropriate checklists.


01/08/2019 APP. B-1 MNL-008-FSAS-2.0

APPENDIX – “B”

RATING TASK TABLE

Additional instrument rating desired

Area of operation Required TASKS are indicated by either that the TASK letter(s) that apply(s) or an indication that all or none of the TASKS must be tested

AP HELI PC

I (PRE FLIGHT PREPARATION) NONE NONE NONE

II (PRE FLIGHT PROCEDURES) A, C A, C A, B, C III (AIR TRAFFIC CONT CLEARANCES AND PROCEDURES) NONE NONE A, B, C

IV (FLIGHT BY REFERENCE TO INSTRUMENTS)

A, B, C, D, F, G

A, B, C, D, F, G

A, B, C, D, G

V (NAVIGATION SYSTEMS) NONE NONE ALL VI (INSTRUMENTS APPROACH PROCEDURES) ALL A, B, C, E ALL*

VII (EMERGENCY OPERATIONS) ALL** ALL** ALL**

VIII (POST FLIGHT PROCEDURES) ALL ALL ALL

LEGEND AP -- Instrument Aeroplane HELI --Instrument Helicopter PC --Proficiency check Note: Except as noted, all TASKS are required for initial issuance of an instrument rating * Task D, circling approach, is applicable only to the aeroplane category. **. Tasks B and C are applicable only to Multiengine aeroplanes.


01/08/2019 APP. B-2 MNL-008-FSAS-2.0

APPLICANT'S SKILL TEST CHECKLIST BEFORE APPOINTMENT WITH EXAMINER:

ACCEPTABLE AIRCRAFT

View limiting device and Please refer to Para 4.10

PERSONAL EQUIPMENT

Please refer to Para 4.9 PERSONAL RECORDS

Please refer to Para 4.9 AREA OF OPERATION: PREFLIGHT PREPARATION A. TASK: WEATHER INFORMATION (AP, NEU) NOTE: Where current weather reports, forecasts, or other pertinent information is not available, this information will be simulated by the examiner in a manner, which will adequately measure the applicant's competence. Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to aviation weather information by obtaining, reading, and analyzing the applicable items, such as—

a. weather reports and forecasts. b. pilot and radar reports. c. surface analysis charts. d. radar summary charts. e. significant weather prognostics. f. winds and temperatures aloft. g. freezing level charts. h. stability charts. i. severe weather outlook charts. j. tables and conversion graphs. k. SIGMET's and AIRMET's. l. AT IS reports.

2. Correctly analyzes the assembled weather information pertaining to the proposed route

of flight and destination airport, and determines whether an alternate airport is required, and, if required, whether the selected alternate airport meets the regulatory requirement.

B. TASK: CROSS-COUNTRY FLIGHT PLANNING (IF APPLICABLE) (AP, HELI) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements by presenting and explaining a preplanned cross-country flight, as previously assigned by the examiner (preplanning is at examiner's discretion). It should be planned using real time weather and conform to the regulatory requirements for instrument flight rules within the airspace in which the flight will be conducted.

2. Exhibits adequate knowledge of the aircraft's performance capabilities by calculating the


01/08/2019 APP. B-3 MNL-008-FSAS-2.0

estimated time en route and total fuel requirement based upon factors, such as—

a. power settings. b. operating altitude or flight level. c. wind. d. fuel reserve requirements.

3. Selects and correctly interprets the current and applicable en route charts, Standard

instrument departure (SID) procedures, Standard Terminal Arrival (STAR), and Standard Instrument Approach Procedure Charts.

4. Obtains and correctly interprets applicable NOTAM information. 5. Determines the calculated performance is within the aircraft's capability and operating

limitations. 6. Completes and files a flight plan in a manner that accurately reflects the conditions of the

proposed flight. (Does not have to be filed with ATC.) 7. Demonstrates adequate knowledge of Global Positioning Systems (GPS) capability,

when aircraft is so equipped. II. AREA OF OPERATION: PREFLIGHT PROCEDURES A. TASK: AIRCRAFT SYSTEMS RELATED TO IFR OPERATIONS (AP, HELI, PC) Objective. To determine that the applicant exhibits adequate knowledge of the elements related to applicable aircraft anti-icing/deicing system(s) and their operating methods to include:

1. Airframe. 2. Propeller/Rotor/intake. 3. Fuel. 4. Pitot-static.

B. TASK: AIRCRAFT FLIGHT INSTRUMENTS AND NAVIGATION EQUIPMENT (AP, HELL, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to applicable aircraft flight instrument system(s) and their operating characteristics to include—

a. pitot-static. b. altimeter. c. airspeed indicator. d. vertical speed indicator. e. attitude indicator. f. horizontal situation indicator. g. magnetic compass. h. turn-and-slip indicator/turn coordinator. i. heading indicator. j. electrical systems. k. vacuum systems.

2. Exhibits adequate knowledge of the applicable aircraft navigation system(s) and their

operating characteristics to include—

a. VHF omni-range (VOR). b. distance measuring equipment (DME). c. instrument landing system (ILS). d. marker beacon receiver/indicators. e. transponder/altitude encoding.


01/08/2019 APP. B-4 MNL-008-FSAS-2.0

f. automatic direction finder (ADF). g. where applicable, global positioning system (CPS),

C. TASK: INSTRUMENT COCKPIT CHECK (AP, HELL, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to pre- flighting instruments, avionics, and navigation equipment cockpit check by explaining the reasons for the check and how to detect possible defects.

2. Performs the preflight on instruments, avionics, and navigation equipment cockpit check by following the checklist appropriate to the aircraft flown.

3. Determines that the aircraft is in condition for safe instrument flight including—

a. radio communications equipment. i b. radio navigation equipment including the following, as appropriate to the aircraft

flown:

I. VOR/VORTAC. II. ADF. III. ILS. IV. LORAN.

c. magnetic compass. d. heading indicator. e. attitude indicator. f. altimeter. g. turn-and-slip indicator/turn coordinator. h. vertical speed indicator. i. airspeed indicator. j. clock. k. power source for gyro-instruments. l. pilot heat,

4. Notes any discrepancies and determines whether the aircraft is safe for instrument flight

or requires maintenance. Ill. AREA OF OPERATION: AIR TRAFFIC CONTROL CLEARANCES AND PROCEDURES NOTE: The ATC clearance may be an actual or simulated ATC clearance based upon the flight plan. A. TASK: AIR TRAFFIC CONTROL CLEARANCES (AP, HELL PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to ATC clearances and pilot/controller responsibilities to include tower en route control and clearance void times.

2. Copies correctly, in a timely manner, the ATC clearance as issued. 3. Determines that it is possible to comply with ATC clearance. 4. Interprets correctly the RTC clearance received and, when necessary, requests

clarification, verification, or change. 5. Reads back correctly, in a timely manner, the ATC clearance in the sequence received. 6. Uses standard phraseology when reading back clearance. 7. Sets the appropriate communication and navigation frequencies and transponder codes

in compliance with the ATC clearance.


01/08/2019 APP. B-5 MNL-008-FSAS-2.0

B. TASK: COMPLIANCE WITH DEPARTURE, EN ROUTE, AND ARRIVAL PROCEDURES AND CLEARANCES (Where Applicable) (AP, HELI, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to Departure Procedures, En Route Low Altitude Charts, STARs, and related pilot/controller responsibilities.

2. Uses the current and appropriate navigation publications for the proposed flight. 3. Selects and uses the appropriate communication frequencies; selects and identifies the

navigation aids associated with the proposed flight. 4. Performs the appropriate aircraft checklist items relative to the phase of flight. 5. Establishes two-way communications with the proper controlling agency, using proper

phraseology 6. Complies, in a timely manner, with all ATC instructions and airspace restrictions. 7. Exhibits adequate knowledge of two-way radio communication failure procedures. 8. Intercepts, in a timely manner, all courses, radials, and bearings appropriate to the

procedure, route, or clearance. 9. Maintains the applicable airspeed within +05 knots; headings within +05°; altitude within

+100 feet (30 meters); and tracks a course, radial, or bearing (Refer to ANO 90.0011 for further details).

C. TASK: HOLDING PROCEDURES (AP, HELL, PC) NOTE: Any reference to DME will be disregarded if the aircraft is not so equipped. Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to holding procedures. 2. Changes to the holding airspeed appropriate for the altitude or aircraft when 3 minutes or

less from, but prior to arriving at, the holding fix. 3. Explains and uses an entry procedure that ensures the aircraft remains within, the holding

pattern airspace for a standard, nonstandard, published, or non-published holding pattern. 4. Recognizes arrival at the holding fix and initiates prompt entry into the holding pattern. 5. Complies with ATC reporting requirements. 6. Uses the proper timing criteria, where applicable, as required by altitude or ATC

instructions. 7. Complies with pattern leg lengths when a DME distance is specified. 8. Uses proper wind correction procedures to maintain the desired pattern and to arrive over

the fix as close as possible to a specified time. 9. Maintains the airspeed within +05 knots; altitude within +100 feet (30 meters); headings

within +5 and tracks a selected course, radial, or bearing (Refer to ANO 90.0011 for further details).

IV. AREA OF OPERATION: FLIGHT BY REFERENCE TO INSTRUMENTS NOTE: The examiner shall require the performance of all TASKS. At least two of the TASKS, A through E as selected by the examiner, shall be performed without the use of the attitude and heading indicators. TASK F shall be performed using all available instruments; TASK G shall be performed without the use of the attitude indicator. A. TASK: STRAIGHT-AND-LEVEL FLIGHT (AP, HELL, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to attitude instrument flying during


01/08/2019 APP. B-6 MNL-008-FSAS-2.0

straight -and-level flight. 2. Maintains straight-and-level flight in the aircraft configuration specified by the examiner. 3. Maintains the heading within ±05°, altitude within ±100 feet (30 meters), and airspeed

within ±05 knots. 4. Uses proper instrument cross-check and interpretation, and applies the appropriate

pitch, bank, power, and trim corrections. B. TASK: CHANGE OF AIRSPEED (AP, HELL PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements relating to attitude instrument flying during change of airspeeds in straight-and-level flight and in turns.

2. Establishes a proper power setting when changing airspeed. 3. Maintains the heading within 10°, angle of bank within 5° when turning, altitude within

100 feet (30 meters), and airspeed within 10 knots. 4. Uses proper instrument cross-check and interpretation, and applies the appropriate

pitch, bank, power, and trim corrections. C. TASK: CONSTANT AIRSPEED CLIMBS AND DESCENTS (AP, HELL, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements relating to attitude instrument flying during constant airspeed climbs and descents.

2. Demonstrates climbs and descents at a constant airspeed between specific altitudes in straight or turning flight as specified by the examiner.

3. Enters constant airspeed climbs and descents from a specified altitude, airspeed, and heading.

F. TASK: STEEP TURNS (AP, HELI) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the factors relating to attitude instrument flying during steep turns.

2. Enters a turn using a bank of approximately 45° for an aeroplane and 30° for a helicopter.

3. Maintains the specified angle of bank for either 180° or 360° of turn, both left and right. 4. Maintains altitude within 100 feet (30 meters), airspeed within 10 knots, 5° of specified

bank angle, and rolls out within 10° of the specified heading. 5. Uses proper instrument cross-check and interpretation, and applies the appropriate

pitch, bank, power, and trim corrections. G. TASK: RECOVERY FROM UNUSUAL FLIGHT ATTITUDES (AP, HELI, PC) NOTE: Any intervention by the examiner to prevent the aircraft from exceeding any operating limitations, or entering an unsafe flight condition, shall be disqualifying. Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements relating to attitude instrument flying during recovery from unusual flight attitudes (both nose-high and nose-low).

2. Uses proper instrument cross-check and interpretation, and applies the appropriate pitch, bank, and power corrections in the correct sequence to return the aircraft to a stabilized level flight attitude.


01/08/2019 APP. B-7 MNL-008-FSAS-2.0

V. AREA OF OPERATION: NAVIGATION SYSTEMS TASK: INTERCEPTING AND TRACKING NAVIGATIONAL SYSTEMS AND DME ARCS (AP, HELL,

PC) NOTE: Any reference to DME arcs, ADF or GPS shall be disregarded if the aircraft is not equipped with these specified navigational systems. Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to intercepting and tracking navigational systems and DME arcs.

2. Tunes and correctly identifies the navigation facility. 3. Sets and correctly orients the radial to be intercepted into the course selector or correctly

identifies the radial on the RMI. 4. Intercepts the specified radial at a predetermined angle, inbound or outbound from a

navigational facility. 5. Maintains the airspeed within 10 knots, altitude within 100 feet (30 meters), and selected

headings within 5°. 6. Applies proper correction to maintain a radial, allowing no more than three-quarter-scale

deflection of the CDI or within 10° in case of an RMI. 7. Determines the aircraft position relative to the navigational facility or from a waypoint in the

case of GPS. 8. Intercept a DME arc and maintains that arc within I nautical mile. 9. recognizes navigational receiver or facility failure, and when required, reports the failure to

ATC

VI. AREA OF OPERATION: INSTRUMENT APPROACH PROCEDURES A. TASK: NON-PRECISION INSTRUMENT APPROACH (AP, HELI, PC) NOTE: Any reference to DME arcs, ADF or GPS shall be disregarded if the aircraft is not equipped with the above-specified navigational systems. If the aircraft is equipped with any of the above navigational systems, the examiner may ask the applicant to demonstrate those types of approaches. Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to an instrument approach procedure.

2. Selects and complies with the appropriate instrument approach procedure to be performed.

3. Establishes two-way communications with ATC, as appropriate, to the phase of flight or approach segment, and uses proper radio communication phraseology and technique.

4. Selects, tunes, identifies, and confirms the operational status of navigation equipment to be used for the approach procedure.

5. Complies with all clearances issued by ATC or the examiner. 6. Recognizes if heading indicator and or attitude indicator is inaccurate or inoperative,

advises controller, and proceeds with approach. 7. Advises ATC or examiner anytime the aircraft is unable to comply with a clearance. 8. Establishes the appropriate aircraft configuration and airspeed considering turbulence

and wind shear, and completes the aircraft checklist items appropriate to the phase of the flight.

9. Maintains, prior to beginning the final approach segment, altitude within 100 feet (30 meters), heading within 10° and allows less than a full-scale deflection of the CDI or within


01/08/2019 APP. B-8 MNL-008-FSAS-2.0

10° in the case of an RMI, and maintains airspeed within 10 knots. 10. Applies the necessary adjustments to the published MDA and visibility criteria for the

aircraft approach category when required, such as—

a. Appropriate NOTAM's. b. Inoperative aircraft and ground navigation equipment. c. Inoperative visual aids associated with the landing environment.

11. Establishes a rate of descent and track that will ensure arrival at the MDA prior to

reaching the MAP with the aircraft continuously in a position from which descent to a landing on the intended runway can be made at a normal rate using normal maneuvers.

12. Allows, while on the final approach segment, no more than a three quarter-scale

deflection of the CDI or within 100 in case of an RMI, and maintains airspeed within 10 knots.

13. Maintains the MDA, when reached, within +100 feet (30 meters), -0 feet to the MAP. 14. Executes the missed approach procedure when the required visual references for the

intended runway are not distinctly visible and identifiable at the MAP. 15. Executes a normal landing from a straight-in or circling approach when instructed by the

examiner. B. TASK: PRECISION (ILS) INSTRUMENT APPROACH (AP, HELI, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements of an ILS instrument approach procedure. 2. Selects and complies with the appropriate ILS instrument approach procedure to be

performed. 3. Establishes two-way communications with ATC, as appropriate to the phase of flight or

approach segment, and uses proper radio communications phraseology and technique. 4. Selects, tunes, identifies, and confirms the operational status of ground and aircraft

navigation equipment to be used for the approach procedure. 5. Complies with all clearances issued by ATC or the examiner. 6. Advises ATC" or examiner anytime the aircraft is unable to comply with a clearance. 7. Establishes the appropriate aircraft configuration and airspeed, considering turbulence

and wind shear, and completes the aircraft checklist items appropriate to the phase of flight.

8. Maintains, prior to beginning the final approach segment, specified altitude within 100 feet (30 meters), heading or course within 10', and airspeed within 10 knots.

9. Applies the necessary adjustments to the published DH and visibility criteria for the aircraft approach category when required, such as—

a. inoperative aircraft and ground navigation equipment. b. inoperative visual aids associated with the landing environment etc. etc.

10. Establishes an initial rate of descent at the point where the electronic glide slope is

intercepted, which approximates that required for the aircraft to follow the glide slope to DH.

11. Allows, while on the final approach segment, no more than three-quarter-scale deflection of either the localizer or glide slope indications, and maintains the specified airspeed within 10 knots.

12. Avoids descent below the DH before initiating a missed approach procedure or transitioning to a normal landing approach.

13. Initiates immediately the missed approach procedure when, at the DH, the required visual references for the intended runway are not distinctly visible and identifiable.

14. Transitions to a normal landing approach when the aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers.


01/08/2019 APP. B-9 MNL-008-FSAS-2.0

C. TASK: MISSED APPROACH (AP, HELI, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to missed approach procedures associated with standard instrument approaches.

2. Initiates the missed approach promptly by applying power, establishing a climb attitude, and reducing drag in accordance with the aircraft manufacturer's recommendations.

3. Reports to ATC beginning the missed approach procedure. 4. Complies with the published or alternate missed approach procedure. 5. Advises ATC or examiner anytime the aircraft is unable to comply with a clearance,

restriction, or climb gradient. 6. Follows the recommended checklist items appropriate to the go- around procedure. 7. Requests, if appropriate, ATC clearance to the alternate airport, clearance limit, or as

directed by the examiner. 8. Maintains the recommended airspeed within 10 knots; heading, course or bearing within

10°; and altitude(s) within 100 feet (30 meters) during the missed approach procedure.

D. TASK: CIRCLING APPROACH (AP) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to a circling approach procedure. 2. Selects and complies with the appropriate circling approach procedure considering

turbulence and wind shear and considering the maneuvering capabilities of the aircraft. 3. Confirms the direction of traffic and adheres to all restrictions and instructions issued by

ATC and the examiner. 4. Does not exceed the visibility criteria or descend below the appropriate circling altitude

until in a position from which a descent to a normal landing can be made 5. Maneuvers the aircraft, after reaching the authorized MDA and maintains that altitude

within +100 feet (30 meters), -0 feet and a flight path that permits a normal landing on a runway at least 90° from the final approach course.

E. TASK: LANDING FROM A STRAIGHT-IN OR CIRCLING APPROACH (AP, HEL1, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements related to the pilot's responsibilities, and the environmental, operational and meteorological factors which affect a landing from a straight-in or a circling approach

2. Transitions at the DH, MDA or VDP to a visual flight condition, allowing for safe visual maneuvering and a normal landing.

3. Adheres to all ATC (or examiner) advisories, such as NOTAM's, wind shear, wake turbulence, runway surface, braking conditions and other operational considerations.

4. Completes appropriate checklist items for the pre-landing and landing phase. 5. Maintains positive aircraft control throughout the complete landing maneuver.

VlI. AREA OF OPERATION: EMERGENCY OPERATIONS A. TASK: LOSS OF COMMUNICATIONS (AP, HELI, PC) Objective. To determine that the applicant exhibits adequate knowledge of the elements related to applicable loss of communication procedures to include:

1. Recognizing loss of communication. 2. Continuing to destination according to the flight plan.


01/08/2019 APP. B-10 MNL-008-FSAS-2.0

3. When to deviate from the flight plan. 4. Timing for beginning an approach at destination.

B. TASK: ONE ENGINE INOPERATIVE DURING STRAIGHT AND LEVEL FLIGHT AND TURNS (MULTIENGINE) (AP, HELI, PC)


1. Exhibits adequate knowledge of the procedures used if engine failure occurs during straight-and-level flight and turns while on instruments.

2. Recognizes engine failure simulated by the examiner during straight-and-level flight and turns.

3. Sets all engine controls, reduces drag, and identifies and verifies the inoperative engine. 4. Establishes the best engine-inoperative airspeed and trims the aircraft. 5. Verifies the accomplishment of prescribed checklist procedures for securing the

inoperative engine. 6. Establishes and maintains the recommended flight attitude, as necessary, for best

performance during straight-and-level and turning flight. 7. Attempts to determine the reason for the engine failure. 8. Monitors all engine control functions and makes necessary adjustments. 9. Maintains the specified altitude within 100 feet (30 meters), (if within the aircraft's

capability), airspeed within 10 knots, and the specified heading within 10°. 10. Assesses the aircraft's performance capability and decides an appropriate action to

ensure a safe landing. 11. Avoids loss of aircraft control, or attempted flight contrary to the engine-inoperative

operating limitations of the aircraft.

C. TASK: ONE ENGINE INOPERATIVE—INSTRUMENT APPROACH (MULTIENGINE) (AP, HELI, PC)


1. Exhibits adequate knowledge of the elements by explaining the procedures used during

an instrument approach in a multiengine aircraft with one engine inoperative. 2. Recognizes promptly, engine failure simulated by the examiner. 3. Sets all engine controls, reduces drag, and identifies and verifies the inoperative engine. 4. Establishes the best engine-inoperative airspeed and trims the aircraft. 5. Verifies the accomplishment of prescribed checklist procedures for securing the

inoperative engine. 6. Establishes and maintains the recommended flight attitude and configuration for the best

performance for all maneuvering necessary for the instrument approach procedures. 7. Attempts to determine the reason for the engine failure. 8. Monitors all engine control functions and makes necessary adjustments. 9. Requests and receives an actual or a simulated ATC clearance for an instrument

approach. 10. Follows the actual or a simulated ATC clearance for an instrument approach. 11. Establishes a rate of descent that will ensure arrival at the MDA prior to reaching the

MAP with the aircraft continuously in a position from which descent to a landing on the intended runway can be made straight-in or circling,

12. Maintains, where applicable, the specified altitude within 100 feet (30 meters), the airspeed within 10 knots if within the aircraft's capability, and the heading within 10°.

13. Sets the navigation and communication equipment used during the approach and uses the proper communications technique,

14. Avoids loss of aircraft control, or attempted flight contrary to the engine-inoperative operating limitations of the aircraft.

15. Complies with the published criteria for the aircraft approach category when circling. 16. Allows, while on final approach segment, no more than three quarter-scale deflection of

either the localizer or glide slope or GPS indications, or within 10° of the non-precision final approach course.


01/08/2019 APP. B-11 MNL-008-FSAS-2.0

17. Completes a safe landing.

D. TASK: LOSS OF GYRO ATTITUDE AND/OR HEADING INDICATORS (AP, HELL, PC) Note: This approach shall count as one of the required non-precision approaches. Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements relating to recognizing if attitude indicator and/or heading indicator is inaccurate or inoperative, and advises ATC or the examiner.

2. Advises ATC or examiner anytime the aircraft is unable to comply with a clearance. 3. Demonstrates a non-precision instrument approach without gyro attitude and heading

indicators using the objectives of the non- precision approach TASK (AREA OF OPERATION VI, TASK A).

VIII. AREA OF OPERATION: POST-FLIGHT PROCEDURES TASK: CHECKING INSTRUMENTS AND EQUIPMENT (AP, HELI, PC) Objective. To determine that the applicant:

1. Exhibits adequate knowledge of the elements relating to all instrument and navigation equipment for proper operation.

2. Notes all flight equipment for proper operation. 3. Notes all equipment and/or aircraft malfunctions and makes a written record of improper

operation or failure of such equipment.