A Good Pilot is Always Learning

FAA-S-ACS-6 U.S. Department of Transportation Federal Aviation Administration Private Pilot ‒ Airplane Airman Certification Standards June 2016 Flight Standards Service Washington, DC 20591 From the Library at www.OnlineGroundSchool.com This document has been abridged and contains info only for Airplane Single Engine Land and Multiengine Land. References to Airplane Sea have been removed to create a shorter, more concise document.

• Task C. Diversion
• 1. Selecting an alternate destination.
• 2. Deviating from ATC instructions and/or the flight plan.
• 1. Failure to make a timely decision to divert.
• 2. Failure to selection an appropriate airport.
• 3. Maintaining airmanship during diversion.
• 4. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 5. Terrain along the diversion flight path.
• 6. Failure to manage tasks associated with diverting to another airport.
• 7. Failure to maintain situational awareness.
• 8. Failure to utilize all available resources while diverting (e.g., automation, ATC, and cockpit planning aids).
• 1. Select an appropriate diversion airport and route.
• 2. Make an accurate estimate of heading, groundspeed, arrival time, and fuel consumption to the divert airport.
• 3. Maintain the appropriate altitude, ±200 feet and heading, ±15° or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• Task L. Rough-Water Approach and Landing (ASES, AMES)
• 1. When and why rough-water techniques are used.
• 2. How a rough water approach and landing is executed.
• 3. Landing distance.
• 4. Stabilized approach.
• 5. Energy management.
• 6. Wind conditions and effects.
• 7. Density altitude.
• 8. Emergency procedures during approach and landing.
• 1. Failure to recognize the need to perform a go-around/rejected landing.
• 2. Low altitude stall/spin.
• 3. Windshear.
• 4. Tailwind.
• 5. Wake turbulence.
• 6. Task management.
• 7. Low-altitude maneuvering.
• 8. Failure to confirm your gear position in an amphibious aircraft.
• 9. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 10. Failure to follow the right-of-way rules.
• 11. Obstacles on approach and landing paths.
• 12. Failure to adhere to sterile cockpit requirement.
• 1. Adequately survey the intended landing area.
• 2. Consider the wind conditions, water depth, hazards, surrounding terrain, and other watercraft.
• 3. Select the most suitable approach path and touchdown area.
• 4. Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required.
• 5. Maintain a stabilized approach and the recommended approach airspeed, or in its absence not more than 1.3 VSO +10/-5 knots with wind gust factor applied.
• 6. Make smooth, timely, and correct power and control adjustments to maintain proper pitch attitude and rate of descent to touchdown.
• 7. Contact the water in the proper pitch attitude, considering the type of rough water.
• 8. Maintain crosswind correction and directional control throughout the approach and landing sequence.
• 9. Complete the appropriate checklist.
• Task A. Steep Turns
• 1. Coordinated flight.
• 2. Attitude control at various airspeeds.
• 3. Maneuvering speed, including changes in weight.
• 4. Controlling rate and radius of turn.
• 5. Accelerated stalls.
• 6. Overbanking tendencies.
• 7. Use of trim in a turn.
• 8. Aerodynamics associated with steep turns.
• 9. Aerobatic requirements and limitations.
• 1. Failure to divide the attention between airplane control and orientation.
• 2. Task management.
• 3. Energy management.
• 4. Accelerated stalls.
• 5. Spins.
• 6. Failure to maintain situational awareness.
• 7. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 8. Failure to maintain coordinated flight.
• 1. Establish the manufacturer's recommended airspeed or if one is not stated, a safe airspeed not to exceed VA.
• 2. Roll into a coordinated 360° steep turn with a 45° bank.
• 3. Perform the Task in the opposite direction, as specified by the evaluator.
• 4. Maintain the entry altitude ±100 feet, airspeed ±10 knots, bank ±5°; and roll out on the entry heading, ±10° or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• Task A. Maneuvering During Slow Flight
• 1. This maneuver as it applies to different phases of flight.
• 2. The relationship between angle of attack (AOA), airspeed, load factor, aircraft configuration, aircraft weight, and aircraft attitude.
• 3. The range and limitations of stall warning indicators (e.g.: aircraft buffet, stall horn, etc.).
• 4. The difference between AOA and aircraft attitude during all flight conditions and how it relates to aircraft performance.
• 5. How environmental elements affect aircraft performance.
• 6. The importance of the 1,500-foot AGL (ASEL/ASES) or 3,000-foot AGL (AMEL/AMES) minimum altitude.
• 1. The interplay of aerodynamic factors (angle of attack (AOA), airspeed, load factor, aircraft configuration, aircraft weight, and aircraft attitude).
• 2. Range and limitations of stall warning indicators (e.g.: aircraft buffet, stall horn etc.).
• 3. The effect of environmental elements on aircraft performance.
• 5. Failure to react appropriately to a stall warning.
• 6. Failure to maintain coordinated flight during the maneuver.
• 7. Failure to manage pitch attitude and power to avoid a stall warning or a stall.
• 1. Select an entry altitude that will allow the Task to be completed no lower than 1,500 feet AGL (ASEL, ASES) or 3,000 feet AGL (AMEL, AMES).
• 2. Establish and maintain an airspeed, approximately 5-10 knots above the 1G stall speed, at which the airplane is capable of maintaining controlled flight without activating a stall warning.
• 3. Accomplish coordinated straight-and-level flight, turns, climbs, and descents with landing gear and flap configurations specified by the evaluator without activating a stall warning.
• 4. Divide attention between airplane control, traffic avoidance and orientation.
• 5. Maintain the specified altitude, ±100 feet; specified heading, ±10°; airspeed +10/-0 knots; and specified angle of bank, ±10° or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• Task D. Lost Procedures
• 1. The value of recording time at waypoints.
• 2. The assistance available if lost (radar services, communication procedures).
• 3. The responsibility and authority of the PIC.
• 4. Deviation from ATC instructions.
• 5. Declaring an emergency.
• 1. Failure to record times over waypoints.
• 2. Failure to manage tasks with lost procedures.
• 3. Situational awareness.
• 5. Failure to seek assistance or declare an emergency in a deteriorating situation.
• 1. Select an appropriate course of action.
• 2. Maintain an appropriate heading and climbs, if necessary.
• 3. Identify prominent landmarks.
• 4. Use navigation systems/facilities and/or contacts an ATC facility for assistance, as appropriate.
• Task B. Navigation Systems and Radar Services
• 1. Ground-based navigation (orientation, course determination, equipment, tests and regulations).
• 2. Satellite-based navigation (e.g. equipment, regulations, authorized use of databases, and Receiver Autonomous Integrity Monitoring (RAIM)).
• 3. Radar assistance to VFR aircraft (e.g. operations, equipment, available services, traffic advisories).
• 4. Transponder (Mode(s) A, C, and S).
• 1. Failure to manage automated navigation and autoflight systems.
• 3. Failure to maintain situational awareness.
• 4. Limitations of the navigation system in use.
• 5. Automation distractions.
• 1. Use an installed electronic navigation system.
• 2. Locate the airplane's position using the navigation system.
• 3. Intercept and track a given course, radial, or bearing, as appropriate.
• 4. Recognize and describe the indication of station passage, if appropriate.
• 5. Recognize signal loss and take appropriate action.
• 6. Use proper communication procedures when utilizing radar services.
• 7. Maintain the appropriate altitude, ±200 feet and heading ±15° or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• Task A. Pilotage and Dead Reckoning
• 1. Pilotage and dead reckoning.
• 2. Determining heading, speed, and course.
• 3. Estimating time, speed, and distance.
• 4. True airspeed and density altitude.
• 5. Wind correction angle.
• 6. Checkpoint selection.
• 7. Planned versus actual flight plan calculations and required corrections.
• 8. Topography.
• 9. Plotting a course.
• 10. Magnetic compass errors.
• 11. Route selection.
• 12. Altitude selection.
• 13. Power setting selection.
• 1. Failure to select an altitude that will maintain the minimally required obstacle clearance.
• 2. Failure to identify the correct landmarks or checkpoints.
• 3. Bracketing strategy.
• 4. Failure to select a suitable alternate.
• 5. Failure to maintain situational awareness.
• 7. Fuel consumption that is different than planned.
• 8. Having to divert to an alternate airport.
• 9. Preflight pilot/operation risk assessment and planning.
• 10. Actual groundspeed and time en route that are different than planned.
• 1. Prepare a document or electronic equivalent to be used in flight for comparison with planned fuel consumption and times over waypoints while dead reckoning.
• 2. Follow the preplanned course by reference to landmarks.
• 3. Identify landmarks by relating surface features to chart symbols.
• 4. Navigate by means of pre-computed headings, groundspeeds, and elapsed time.
• 5. Demonstrate use of the magnetic direction indicator in navigation, to include turns to headings.
• 6. Correct for and record the differences between preflight groundspeed, fuel consumption, and heading calculations and those determined en route.
• 7. Verify the airplane's position within 3 nautical miles of the flight-planned route.
• 8. Arrive at the en route checkpoints within 5 minutes of the initial or revised estimated time of arrival and provide a destination estimate.
• 9. Maintain the selected altitude, ±200 feet and headings, ±15°.
• Task N. Go-Around/Rejected Landing
• 1. Landing distance.
• 2. Stabilized approach.
• 4. Wind conditions and effects.
• 5. Communication procedures.
• 1. Failure to make a timely go-around/rejected landing decision.
• 3. Low altitude maneuvering.
• 4. Slow flight.
• 5. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 6. Failure to follow the right-of-way rules.
• 7. Obstacles on approach and departure paths.
• 8. Low altitude stall/spin.
• 9. Elevator trim stalls.
• 10. Indecision or changing the go-around/rejected landing decision.
• 11. Failure to adhere to sterile cockpit requirement.
• 1. Make a timely decision to discontinue the approach to landing.
• 2. Apply takeoff power immediately and transition to climb pitch attitude for VX or VY as appropriate +10/-5 knots.
• 3. Retract the flaps, as appropriate.
• 4. Retract the landing gear after establishing a positive rate of climb and in accordance with manufacturer's guidance.
• 5. Maneuver to the side of the runway/landing area when necessary to clear and avoid conflicting traffic.
• 6. Maintain takeoff power and VY +10/-5 or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 7. Maintain directional control and proper wind-drift correction throughout the climb.
• 8. Complete the appropriate checklist.
• Task K. Rough-Water Takeoff and Climb (ASES, AMES)
• 1. Water effects on operations.
• 2. The effects of rough-water on acceleration and lift-off.
• 3. When and why to use the rough-water takeoff and climb technique.
• 1. Failure to select the appropriate waterway based on wind, pilot capability, and aircraft limitations.
• 2. Exceeding the manufacturer's maximum demonstrated crosswind component.
• 3. Water conditions.
• 4. Obstruction clearance.
• 5. Climb attitude and stall awareness.
• 6. Windshear.
• 7. Tailwind.
• 8. Wake turbulence.
• 9. Failure to make a go/no-go decision.
• 10. Task management.
• 11. Low-altitude maneuvering.
• 12. Wire strikes.
• 13. Obstacles on the departure path.
• 14. Rejected takeoffs and failure to identify a takeoff abort point.
• 15. An engine failure during takeoff and climb.
• 16. Criticality of takeoff distance available.
• 17. Failure to adhere to sterile cockpit requirement.
• 18. Failure to retract the landing gear in amphibious aircraft.
• 1. Position the flight controls and flaps for the existing conditions.
• 2. Clear the area, taxi into the takeoff position and align the airplane on the waterway while advancing the throttle smoothly to takeoff power
• 3. Retract the water rudders as appropriate; advance the throttle smoothly to takeoff power.
• 4. Establish and maintain an appropriate planing attitude, directional control, and correct for porpoising, skipping, and increase in water drag.
• 5. Lift off at minimum airspeed and accelerate to VY, +10/-5 knots before leaving ground effect.
• 6. Retract flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer's guidance.
• 7. Maintain takeoff power and VY +10/-5 or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 8. Maintain directional control and proper wind-drift correction throughout takeoff and climb.
• Task J. Glassy-Water Approach and Landing (ASES, AMES)
• 1. When and why glassy-water techniques are used.
• 2. How a glassy-water approach and landing is executed.
• 1. Performing a go-around/rejected landing.
• 3. Wind shear.
• 8. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 9. Failure to follow the right-of-way rules.
• 10. Obstacles on approach and landing paths.
• 12. Failure to confirm your gear position in an amphibious aircraft.
• 1. Scan the landing waterway/area for possible obstructions for landing.
• 5. Maintain a stabilized approach and the recommended approach airspeed, +10/-5 knots and maintain a touchdown pitch attitude and descent rate from the last altitude reference until touchdown or as recommended by aircraft manufacturer to a safe maneuverin
• 7. Contact the water in the proper pitch attitude, and slow to idle taxi speed.
• 8. Maintain crosswind correction and directional control throughout the approach and landing sequence, as required.
• Task G. Confined Area Takeoff and Maximum Performance Climb (ASES, AMES)
• 1. The need to calculate a confined area takeoff.
• 2. The effects of aircraft configuration.
• 3. The effects of water surface.
• 4. Calculate the takeoff distance.
• 5. Takeoff power.
• 6. Obstruction clearance.
• 7. Wind conditions and effects.
• 8. Minimum safe altitude.
• 9. Density altitude.
• 10. Establishing a pitch attitude to maintain VX and VY.
• 11. Emergency procedures during takeoff and climb.
• 1. Failure to select the appropriate runway based on wind, pilot capability, and aircraft limitations.
• 9. Failure to make an appropriate go/no-go decision.
• 13. Obstacles on the departure paths.
• 14. Recognition of need for rejected takeoff and predetermines takeoff abort criteria.
• 1. Ensure the aircraft is properly configured.
• 2. Verify ATC clearance and that there is no aircraft is on final before crossing the hold short line.
• 3. Ensure the aircraft is on the correct takeoff center path.
• 4. Ascertain wind direction with or without visible wind direction indicators.
• 5. Calculate the crosswind component and determine if it is beyond the pilot's ability or aircraft capability.
• 6. Position the flight controls for the existing wind conditions and set the flaps as recommended.
• 7. Clear the area, taxi into the takeoff position and align the airplane while advancing the throttle smoothly to takeoff power
• 8. Confirm takeoff power prior to brake release (if appropriate) and proper engine and flight instrument indications prior to rotation.
• 9. Establish and maintain a pitch attitude that will transfer the weight of the airplane from the float/hull to the wings as rapidly as possible.
• 10. Rotate and lift off at the recommended airspeed, and accelerate to the recommended obstacle clearance airspeed or VX.
• 11. Establish a pitch attitude that will maintain the recommended obstacle clearance airspeed, or VX, +10/-5 knots, until the obstacle is cleared, or until the airplane is 50 feet above the surface.
• 12. After clearing the obstacle, establish the pitch attitude for VY, accelerate to VY, and maintain VY, +10/-5 knots, during the climb.
• 13. Retract flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer's guidance.
• 14. Maintain takeoff power and VY +10/-5 or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 15. Maintain directional control and proper wind-drift correction throughout the takeoff and climb.
• 16. Comply with noise abatement and published departure procedures.
• 17. Complete the appropriate checklist.
• 18. Comply with manufacturer's recommended emergency procedures related to the takeoff sequence.
• Task F. Short-Field Approach and Landing (ASEL, AMEL)
• 2. Hazards of other than hard-surfaced runways.
• 3. Obstruction clearance.
• 9. Land and hold short operations.
• 3. Operating from other than a hard-surfaced runway.
• 6. Wind shear avoidance.
• 9. Task management.
• 10. Low-altitude maneuvering.
• 11. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 12. Failure to follow the right-of-way rules.
• 13. Obstacles on approach and landing paths.
• 14. Failure to recognize the need for a go-around/rejected landing.
• 15. Low altitude stall/spin.
• 16. Land and hold short operations (LAHSO).
• 1. Ensure the aircraft is aligned with the correct/assigned runway.
• 2. Scan the landing runway/area for possible obstructions for landing.
• 3. Complete the appropriate approach and landing checklist.
• 4. Consider the wind conditions, landing surface, obstructions, and select a suitable touchdown point.
• 5. Establish the recommended approach and landing configuration and airspeed, and adjust pitch attitude and power as required.
• 6. Maintain a stabilized approach and recommended airspeed, or in its absence, not more than 1.3 VSO, with wind gust factor applied +10 /-5 knots or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 7. Make smooth, timely, and correct control application during the round out and touchdown.
• 8. Touch down smoothly at an appropriate airspeed.
• 9. Touch down within the available runway, at or within 200 feet beyond the specified point, threshold markings or runway numbers, with no side drift, minimum float, and with the airplane's longitudinal axis aligned with and over the runway center line/la
• 10. Maintain crosswind correction and directional control throughout the approach and landing sequence, as required.
• 11. Execute a safe and timely go-around decision when the approach cannot be made within the tolerances specified above or for any other condition that may result in an unsafe approach or landing.
• 12. Apply brakes as necessary, to stop in the shortest distance consistent with safety.
• 13. Utilize after landing runway incursion avoidance procedures.
• Task E. Short-Field Takeoff and Maximum Performance Climb (ASEL, AMEL)
• 1. The effects of aircraft configuration.
• 2. The effects of runway surface.
• 3. Takeoff distance.
• 4. Takeoff power.
• 5. Obstruction clearance.
• 7. Minimum safe altitude.
• 8. Density altitude.
• 9. Application of VX or VY.
• 10. Emergency procedures during takeoff and climb.
• 9. Failure to recognize the need to perform a go-around/rejected landing.
• 14. Recognition of need for rejected takeoff and identification of takeoff abort criteria.
• 15. Strategies for handling engine failure during takeoff and climb, including recognition that climb at VX (versus VXSE) may result in loss of directional control if an engine fails.
• 17. Possibility of engine failure after takeoff.
• 18. Failure to adhere to sterile cockpit requirement.
• 1. Verify proper aircraft configuration.
• 2. Verify ATC clearance and ensure that no conflicting traffic before crossing the Hold Line.
• 3. Ensure the aircraft is on the correct takeoff runway.
• 4. Determine wind direction with or without visible wind direction indicators.
• 5. Calculate the crosswind component and determine if it is beyond the pilot ability or aircraft capability.
• 6. Position the flight controls for the existing wind conditions.
• 7. Clear the area, taxi into the takeoff position and align the airplane on the runway centerline without stopping while advancing the throttle smoothly to takeoff power.
• 8. Apply brakes (if appropriate), while configuring aircraft power setting to achieve maximum performance.
• 9. Confirm takeoff power prior to brake release (if appropriate) and proper engine and flight instrument indications prior to rotation.
• 13. Retract landing gear and flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer's guidance.
• 19. Utilize runway incursion avoidance procedures.
• Task D. Soft-Field Approach and Landing (ASEL)
• 2. Hazards of other than hard surfaced runway.
• 3. Stabilized approach.
• 4. Energy management.
• 5. Wind conditions and effects.
• 6. Density altitude.
• 7. Emergency procedures during approach and landing.
• 4. Losing elevator control, sinking into the soft surface, or striking the prop if moving too slowly.
• 5. Windshear avoidance.
• 6. Tailwind.
• 7. Wake turbulence.
• 8. Task management.
• 9. Low-altitude maneuvering.
• 10. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 11. Failure to follow the right-of-way rules.
• 12. Obstacles on approach and landing paths.
• 13. Failure to recognize the need for a go-around/rejected landing.
• 14. Low altitude stall/spin.
• 15. Performing a soft-field landing after an engine failure.
• 16. Failure to adhere to sterile cockpit requirement.
• 4. Consider the wind conditions, landing surface, obstructions, and selects a suitable touchdown point.
• 5. Establish the recommended approach and landing configuration and airspeed, and adjusts pitch attitude and power as required.
• 6. Maintain a stabilized approach and recommended airspeed, or in its absence, not more than 1.3 VSO, with wind gust factor applied +10 /-5 knots.
• 7. Make smooth, timely, and correct control application during the round out and touchdown and, for tricycle gear airplanes, keep the nose wheel off the surface until loss of elevator effectiveness.
• 8. Touch down softly with minimum sink rate and no drift, with the airplane's longitudinal axis aligned with center of the runway.
• 9. Maintain full up elevator during rollout and exit the "soft" area at a speed that would preclude sinking into the surface.
• 11. Execute a timely go-around decision when the approach cannot be made within the tolerances specified above or for any other condition that may result in an unsafe approach or landing.
• 12. Maintain proper position of the flight controls and sufficient speed to taxi on the soft surface.
• Task C. Soft-Field Takeoff and Climb (ASEL)
• 1. The importance of weight transfer from wheels to wings.
• 2. P factor in turning tendencies.
• 3. The effects of aircraft configuration.
• 4. The effects of runway surface.
• 5. Takeoff distance.
• 6. Takeoff power.
• 11. Hazards of other than hard surfaced runway.
• 4. Windshear.
• 5. Tailwind.
• 6. Wake turbulence.
• 7. Failure to recognize the need to perform a go-around/rejected landing.
• 10. Wire strikes.
• 11. Obstacles on the departure path.
• 12. Rejected takeoffs and failure to identify a takeoff abort point.
• 13. An engine failure during takeoff and climb.
• 14. Failure to use a soft-field takeoff technique on a other than hard surfaced runway.
• 15. Takeoff distance available.
• 1. Verify ATC clearance and that there is no aircraft is on final before crossing the hold short line.
• 2. Ensure the aircraft is properly configured.
• 6. Position the flight controls for the existing wind conditions to maximize lift as quickly as possible.
• 8. Confirm takeoff power, and proper engine and flight instrument indications prior to rotation.
• 9. Establish and maintain a pitch attitude that will transfer the weight of the airplane from the wheels to the wings as rapidly as possible.
• 10. Lift off at the lowest possible airspeed consistent with safety and remain in ground effect while accelerating to VX or VY, as appropriate.
• 11. Establish a pitch attitude for VX or VY, as appropriate, and maintain selected airspeed +10/-5 knots during the climb.
• 12. Retract landing gear and flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer's guidance.
• 13. Maintain takeoff power and VY +10/-5 or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 14. Maintain directional control and proper wind-drift correction throughout the takeoff and climb.
• 15. Comply with noise abatement and published departure procedures.
• 16. Complete the appropriate checklist.
• 17. Comply with manufacturer's recommended emergency procedures related to the takeoff sequence.
• Task B. Normal Approach and Landing
• 1. Available landing distance.
• 2. Stabilized approach and interpretation and use of visual glide scope indicators.
• 4. Atmospheric conditions.
• 6. Emergency procedures during approach and landing.
• 7. Land and hold short operations (LAHSO) or option to refuse LAHSO restriction.
• 1. Failure to select the appropriate runway based on wind, pilot capability, and airplane limitations.
• 7. Low altitude maneuvering.
• 11. Failure to recognize the need to perform a go-around/rejected landing.
• 12. Low altitude stall/spin.
• 13. Land and hold short operations. (LAHSO).
• 14. Failure to adhere to sterile cockpit requirement.
• 1. Ensure the aircraft is on the correct/assigned runway.
• 2. Scan the landing runway/areas and adjoining areas for possible obstructions for landing.
• 3. Complete the appropriate checklist.
• 6. Maintain a stabilized approach and recommended airspeed, or in its absence, not more than 1.3 VSO, with wind gust factor applied +10/-5 knots, or as recommended by the aircraft manufacturer for the aircraft type and gust velocity.
• 7. Make smooth, timely, and correct control applications:
• a. During the round out and touchdown (ASEL, AMEL)
• b. During the round out and touchdown to contact the water at the proper pitch attitude (ASES, AMES)
• 8. Touch down smoothly at a speed that provides little or no aerodynamic lift.
• 9. Touch down within the available runway or water landing area, within 400 feet beyond a specified point with no drift, and with the airplane's longitudinal axis aligned with and over the runway centerline.
• 10. Maintain crosswind correction and directional control throughout the approach and landing sequence.
• 11. Execute a timely go-around decision when the approach cannot be made within the tolerances specified above or for any other condition that that may result in an unsafe approach or landing.
• 12. Utilize after landing runway incursion avoidance procedures.
• Task A. Normal Takeoff and Climb
• 1. Takeoff distance.
• 2. Takeoff power.
• 3. Atmospheric conditions.
• 5. The application of VX or VY and variations with altitude.
• 6. The manufacturer's recommended emergency procedures for relating to the takeoff sequence.
• 1. Selection of runway based on wind, pilot capability, and aircraft limitations.
• 2. The demonstrated crosswind component for the aircraft.
• 6. Go/no-go decision-making.
• 7. Task management.
• 8. Low-altitude maneuvering.
• 9. Wire strikes.
• 10. Obstacles on the departure path.
• 11. Recognition of need for rejected takeoff and identification of takeoff abort criteria.
• 12. Handling engine failure during takeoff and climb.
• 13. Criticality of takeoff distance available.
• 14. Plans for engine failure after takeoff.
• 15. Sterile cockpit environment.
• 1. Verify ATC clearance and no aircraft is on final before crossing the Hold Line.
• 2. Verify aircraft is on the assigned/correct runway.
• 3. Ascertain wind direction with or without visible wind direction indicators.
• 4. Determining if crosswind component is beyond the pilot's ability or aircraft manufacturer maximum demonstrated value.
• 5. Position the flight controls for the existing wind conditions.
• 6. Clear the area; taxi into the takeoff position and align the airplane on the runway centerline/takeoff path.
• 7. Confirm takeoff power; and proper engine and flight instrument indications prior to rotation:
• a. Retracts the water rudders, as appropriate, confirm takeoff power and proper engine instrument indications prior to rotation, establishes and maintains the most efficient planning/lift-off attitude, and corrects for porpoising and skipping (ASES, AMES)
• 8. Rotate and lift off at the recommended airspeed and accelerate to VY (or other speed as appropriate for aircraft).
• 9. Establish a pitch attitude that will maintain VY +10/-5 knots (or other airspeed as appropriate for aircraft).
• 10. Retract the landing gear and flaps in accordance with manufacturer's guidance.
• 11. Maintain takeoff power and VY +10/-5 or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 12. Maintain directional control and proper wind-drift correction throughout the takeoff and climb.
• 13. Comply with responsible environmental practices, including noise abatement and published departure procedures.
• 14. Complete the appropriate checklist.
• 15. Comply with manufacturer's recommended emergency procedures related to the takeoff sequence.
• Task B. Traffic Patterns
• 1. Towered and non-towered airport operations and runway selection.
• 2. Airport signs and markings, lighting, and wind indicators.
• 3. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 4. Right-of-way rules.
• 5. Wake turbulence recognition and resolution.
• 7. Runway incursion avoidance.
• 8. Use of automated weather and airport information.
• 9. Use of radio for proper communications.
• 10. Parachuting operations.
• 11. Approach and landing considerations for different types of aircraft.
• 1. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 2. Wake turbulence.
• 4. Failure to maintain separation from other aircraft.
• 5. Operating considerations of various aircraft types.
• 6. Go-around or rejected takeoff, if appropriate.
• 1. Properly identify and interpret airport/seaplane base runways, taxiways, markings, and lighting.
• 2. Comply with proper traffic pattern procedures.
• 3. Maintain proper spacing from other aircraft.
• 4. Correct for wind drift to maintain the proper ground track.
• 5. Maintain orientation with the runway/landing area in use.
• 6. Maintain traffic pattern altitude, ±100 feet, and the appropriate airspeed, ±10 knots.
• 7. Maintain an awareness of the position of other aircraft in the pattern.
• Task A. Communications and Light Gun Signals
• 1. How to obtain proper radio frequencies.
• 2. Communication procedures and ATC phraseology.
• 3. ATC light gun signal recognition.
• 4. Transponders.
• 5. Radar assistance.
• 6. Lost communication procedures.
• 7. Use of automated weather and airport information.
• 1. Human factors associated with communication.
• 2. Human factors associated with declaring an emergency.
• 3. Equipment issues that could cause loss of communication.
• 4. Improper automation management.
• 5. Single-pilot resource management (SRM) and/or crew resource management (CRM).
• 1. Select appropriate frequencies.
• 2. Transmit using phraseology and procedures as specified in the AIM.
• 3. Acknowledge radio communications and comply with instructions.
• Task F. Before Takeoff Check
• 1. The purpose of the run-up.
• 2. Aircraft performance given expected conditions.
• 3. The purpose of a checklist, to include the reasons for checking each item and how to detect malfunctions.
• 4. Wake turbulence avoidance.
• 5. An emergency locator transmitter (ELT).
• 1. Division of attention and scanning.
• 2. Different than expected runway.
• 3. Failure to properly exchange the flight controls.
• 4. Wake turbulence and vessel avoidance.
• 5. Improper automation management.
• 1. Position the airplane properly considering other aircraft, vessels, and wind.
• 2. Divide attention between inside and outside the cockpit.
• 3. Ensure that powerplant and instrumentation are suitable for run-up and takeoff, including temperature(s) and pressure(s).
• 4. Accomplish the before takeoff checklist, ensure the airplane is in safe operating condition as recommended by the manufacturer, and provide the departure briefing.
• 5. Review takeoff performance, such as airspeeds, takeoff distance, departure, and emergency procedures.
• 6. Avoid runway incursions and ensure no conflict with traffic prior to taxiing into takeoff position.
• Task E. Taxiing and Sailing (ASES, AMES)
• 1. Positioning aircraft controls for wind, water and sailing procedures, including the use of flaps, doors, water rudder, and power so as to follow the desired course while sailing.
• 2. Airport markings, signs, and lights.
• 3. Aircraft lighting.
• 4. Towered and non-towered airport operations to include ATC communications and pilot actions before takeoff, before landing, and after landing at towered and non-towered airports.
• 5. Visual indicators for wind.
• 6. Airport information resources including Chart Supplements U.S., airport diagrams, and appropriate publications.
• 7. Good cockpit discipline during taxi and sailing, including maintaining a sterile cockpit, proper speed, separation between other aircraft and vehicles, communication procedures.
• 8. Procedures for appropriate cockpit activities during taxiing and sailing including taxi route planning, briefing the location of Hot Spots, communicating and coordinating with ATC.
• 9. Rules for entering or crossing runways.
• 10. Procedures unique to night operations.
• 11. Hazards of low visibility operations, other aircraft and vessels.
• 12. Proper engine management including leaning, per manufacturer's recommendations.
• 13. Requesting progressive taxi instructions if there is any doubt on understanding or ability to comply with a taxi clearance.
• 14. Proper technique for the conditions, including idle, plow or step taxi, preventing and correcting for porpoising and skipping.
• 1. Distractions during aircraft taxi.
• 2. Task management during taxi or sailing.
• 3. Confirmation or expectation bias as related to taxi instructions.
• 4. Recording taxi instructions/clearances.
• 5. Improper resource management.
• 6. Porpoising and skipping.
• 7. Other aircraft, vessels, and hazards while on the water.
• 1. Perform a brake check immediately after the airplane begins moving.
• 2. Position the flight controls, flaps, doors, water rudder, and power correctly for the existing wind, water and sailing conditions and to prevent and correct for porpoising and skipping so as to follow the desired course while sailing.
• 3. Uses the appropriate idle, plow, or step taxi technique.
• 4. Exhibit procedures for steering, maneuvering, maintaining taxiway, runway position, and situational awareness to avoid runway incursions.
• 5. Plan and follow the most favorable course while taxiing or sailing, considering wind, water current, water conditions, and maritime regulations, as appropriate.
• 6. Exhibit procedures to ensure clearances/instructions are received, recorded, and read back correctly.
• 7. Exhibit situational awareness and taxi procedures in the event the aircraft is on a taxiway that is between parallel runways.
• 8. Use an airport diagram or taxi chart during taxi.
• 9. Comply with seabase/airport/taxiway markings, signals, signs, ATC clearances and instructions.
• 10. Utilize procedures for eliminating pilot distractions to avoid other aircraft or vehicles and hazards.
• 11. Demonstrate briefing procedures to avoid runway incursions.
• Task D. Taxiing (ASEL, AMEL)
• 1. Positioning aircraft controls for wind.
• 4. Safe taxi procedures at towered and non-towered airports:
• a. Maneuvering
• b. Maintain taxiway/runway alignment
• c. Situational awareness to avoid runway incursions
• d. Taxiing to avoid other aircraft/vehicles and hazards
• 7. Good cockpit discipline during taxi, including maintaining a sterile cockpit, proper speed, separation between other aircraft and vehicles, and communication procedures.
• 8. Procedures for appropriate cockpit activities while taxiing including taxi route planning, briefing the location of Hot Spots, communicating and coordinating with ATC.
• 11. Hazards of low visibility operations.
• 2. Improper task management during taxi.
• 4. Taxi instructions/clearances.
• 2. Position the flight controls properly for the existing wind conditions.
• 3. Control direction and speed without excessive use of brakes.
• 4. Control the airplane during ground operations.
• b. Maintaining taxiway/runway alignment
• c. Maintaining situational awareness to avoid runway incursions
• 5. Exhibit proper positioning of the aircraft relative to hold lines.
• 9. Comply with airport/taxiway markings, signals, ATC clearances and instructions.
• 10. Use procedures to minimize pilot workload during taxi operations.
• 11. Demonstrate briefing procedures to avoid runway incursion.
• Task C. Engine Starting
• 1. Starting under various atmospheric conditions, using external power and hand propping safety.
• 2. Starting procedures for carbureted, fuel injected, diesel, Full Authority Digital Engine Control (FADEC), or turbine engines, as applicable.
• 3. Equipment limitations (such as starter cycles).
• 4. Proper positioning of the airplane.
• 1. Propeller safety and awareness to include passenger briefing, including dangers associated with hand propping.
• 2. Implications of engine(s) starting with a weak or depleted battery, including considerations for use of external power.
• 3. Abnormal start.
• 4. Hot and cold weather operation.
• 5. Electrical system failure following aircraft engine starts.
• 6. Engine fires related to over-priming/cold weather starting.
• 1. Position the airplane properly considering structures, other aircraft, and the safety of nearby persons and property.
• 2. Utilize the checklist as appropriate during engine start.
• 3. Starting under various atmospheric conditions.
• Task B. Cockpit Management
• 1. Pilot and passenger safety restraint systems, requirements, and operational considerations.
• 2. Oxygen use regulations, system operational guidelines, and system checks, if applicable.
• 3. Safety system rules and operational considerations.
• 4. Passenger briefing requirements and appropriate information.
• 5. PIC responsibility to have available material for the flight as planned.
• 6. The purpose of a checklist.
• 1. Failure to positively exchange the flight controls.
• 2. Use of portable electronic devices.
• 3. Use of automation.
• 4. Inappropriate use of technology.
• 5. The impact of reported discrepancies.
• 6. Passenger behavior that could negatively affect safety.
• 1. Ensure all loose items in the cockpit and cabin are secured.
• 2. Organize, access, and determine suitability of material, equipment, and technology in an efficient manner.
• 3. Brief occupants on the use of safety belts, shoulder harnesses, doors, sterile cockpit, and flight control freedom of movement, and emergency procedures.
• 4. Properly program the navigational equipment available to the pilot on that particular aircraft.
• 5. Brief and execute positive exchange of flight controls and PIC responsibility to include identification of the PIC.
• 6. Conduct an appropriate pre take-off briefing.
• Task A. Preflight Assessment
• 1. Pilot self-assessment.
• 2. The process to determine if the aircraft is appropriate for the mission by considering load, range, equipment and aircraft capability.
• 3. Aircraft preflight inspection including:
• a. Which items must be inspected
• b. The reasons for checking each item
• c. How to detect possible defects
• d. The associated regulations
• 4. Environmental factors that could affect the flight plan:
• a. Terrain
• b. Route selection
• c. Obstruction
• d. Weather
• 5. External pressures.
• 6. Seasonal weather phenomena.
• 1. Environmental factors.
• 2. External pressures.
• 3. Pilot-related factors.
• 4. Aircraft-related factors.
• 5. Aviation security concerns.
• 6. Seasonal weather patterns.
• 1. Make proper use of the checklists, and systematically identify and manage pilot-related risks and personal minimums associated with the flight.
• 2. Inspect the airplane with reference to an appropriate checklist, explaining which items must be inspected, the reasons for checking each item, and how to detect possible defects.
• 3. Verify the airplane is airworthy and in condition for safe flight.
• 4. Assess the factors related to the environment (e.g. terrain, route selection, obstruction, weather).
• 5. Given the requirements of the flight the applicant uses the appropriate charts, tables, and graphs to determine performance.
• 6. Identify seasonal weather phenomena.
• Task J. Principles of Flight – Engine Inoperative (AMEL, AMES)
• 1. The "critical engine."
• 2. The effects of density altitude on the VMC demonstration.
• 3. The effects of airplane weight and center of gravity (CG) on control.
• 4. The relationship of VMC to stall speed.
• 5. Reasons for loss of directional control.
• 6. Indications of loss of directional control.
• 7. The importance of maintaining the proper pitch and bank angle, and the proper coordination of controls.
• 8. The loss of directional control recovery procedure.
• 9. The planning and decision-making associated with an engine failure during takeoff and single-engine operations.
• 1. Operations with an inoperative engine.
• 1. Properly plan for engine failure during takeoff, climb, en route, on approach and immediately before landing.
• 2. Explain the effects of bank angle on VMC.
• 3. Demonstrate understanding of all Knowledge Task elements.
• Task I. Water and Seaplane Characteristics, Seaplane Bases, Maritime Rules, and Aids to Marine Navigation (ASES, AMES)
• 1. The characteristics of a water surface as affected by features, such as:
• a. Size and location
• b. Protected and unprotected areas
• c. Surface wind
• d. Direction and strength of water current
• e. Floating and partially submerged debris
• f. Sandbars, islands, and shoals
• g. Vessel traffic and wakes
• h. Other features unique to the area
• 2. Float and hull construction, and their effect on seaplane performance.
• 3. The causes of porpoising and skipping, and the pilot action required to prevent or correct these occurrences.
• 4. How to locate and identify seaplane bases on charts or in directories.
• 5. Operating restrictions at various bases.
• 6. Right-of-way, steering, and sailing rules pertinent to seaplane operations.
• 7. Marine navigation aids, such as buoys, beacons, lights, and sound signals.
• 1. Local conditions.
• 2. Impact of marine traffic.
• 1. Assess the water surface characteristics for the proposed flight.
• 2. Locate and identify seaplane bases for the region.
• 3. Identify restrictions at local bases.
• 4. Perform correct right-of-way, steering, and sailing operations.
• 5. Identify marine navigation aids in the local region.
• 6. Demonstrate understanding of all knowledge Task elements.
• Task H. Human Factors
• 1. The symptoms, recognition, causes, effects, and corrective actions associated with aeromedical and physiological issues including:
• a. Hypoxia
• b. Hyperventilation
• c. Middle ear and sinus problems
• d. Spatial disorientation
• e. Motion sickness
• f. Carbon monoxide poisoning
• g. Stress and fatigue
• h. Dehydration and nutrition
• i. Hypothermia
• j. Optical illusions
• 2. The effects of alcohol, drugs, and over-the-counter medications, and associated regulations.
• 3. The effects of dissolved nitrogen in the bloodstream of a pilot or passenger in flight following scuba diving.
• 4. The effects of hazardous attitudes on aeronautical decision making.
• 6. The pilot/airplane interface to include: pilot monitoring duties and the interaction with charts and avionics equipment.
• 1. The impact of environmental factors on medication's physiological effects.
• 2. Personal risk factors and the conflict between being goal oriented and adhering to personal limitations.
• 3. Optical illusions.
• 4. The circumstances of the flight (day/night, hot/cold) that affect the pilot's physiology.
• 5. Continue VFR flight into Instrument Meteorological Conditions (IMC).
• 6. Hazardous attitudes.
• 7. Failure to detect and manage threats and errors associated with human factors.
• 8. Ineffective monitoring of automation.
• 9. Distractions.
• 1. Perform a self-assessment including whether the pilot is fit for flight.
• 2. Show sound decision-making and judgment (based on reality of circumstances).
• 3. Demonstrate automation management and effective monitoring of automated systems.
• 4. Establish personal limitations.
• Task G. Operation of Systems
• 1. Major components of the systems:
• a. Primary flight controls and trim
• b. Flaps, leading edge devices, and spoilers as appropriate
• c. Powerplant and propeller (basic engine knowledge)
• d. Landing gear
• e. Fuel, oil, and hydraulic
• f. Electrical
• g. Avionics
• h. Pitot-static, vacuum/pressure and associated flight instruments
• i. Environmental
• j. Deicing and anti-icing
• k. Water rudders (ASES, AMES)
• 2. Normal operation of systems.
• 3. Common errors made by pilots.
• 4. Abnormal operation of systems (recognition of system failures/malfunctions).
• 5. Systems interaction and pilot monitoring of automated systems.
• 1. Mishandling a system failure properly.
• 2. Troubleshooting system failures/malfunctions.
• 3. Mismanagement of airplane systems, which can cause a problem or system failure.
• 4. Determining and/or declaring an emergency.
• 5. Failure to identify system malfunctions or failures.
• 6. Outside/environmental factors affecting the systems, including improper fueling, carburetor ice, extremely cold temperatures, and vapor lock.
• 7. Detection and management of threats and errors.
• 1. Explain and operate the airplane's systems.
• 2. Use checklist procedures.
• 3. Use immediate action items during emergency operations, as applicable.
• Task F. Performance and Limitations
• 1. Elements related to performance and limitations (e.g. takeoff and landing, crosswind, tailwind and headwind, density altitude, glide performance, weight and balance, climb, cruise, descent, powerplant considerations) by explaining the use of charts, ta
• a. Partial or complete power loss
• b. Engine roughness or overheat
• c. Carburetor or induction icing
• d. Loss of oil pressure
• e. Fuel starvation
• f. Electrical malfunction
• g. Vacuum/pressure, and associated flight instruments malfunction
• h. Pitot/static system malfunction
• i. Landing gear or flap malfunction
• j. Inoperative trim
• k. Inadvertent door or window opening
• l. Structural icing
• m. Smoke/fire/engine compartment fire
• n. Any other emergency appropriate to the airplane
• o. Glass cockpit operations
• 2. Factors affecting performance to include atmospheric conditions, pilot technique, aircraft condition, and airport environment.
• 3. The effects of loading on performance.
• 4. The effects of exceeding weight and balance limits.
• 5. The effects of weight and balance changes over the course of the flight.
• 6. Aerodynamics.
• 1. Performance charts.
• 2. Limitations.
• 3. Variations in flight performance resulting from weight and balance changes during flight.
• 4. Published aircraft performance data as it relates to expected performance.
• 1. Compute weight and balance for a given scenario, which includes practical techniques to resolve out-of-limit calculations and determine if the weight and balance will remain within limits during all phases of flight.
• 2. Use aircraft manufacturer's approved performance charts, tables, and data.
• 3. Evaluate takeoff and landing performance based on the values calculated.
• 4. Evaluate environmental conditions.
• Task E. National Airspace System
• 1. Types of airspace/airspace classes and basic VFR weather minimums.
• 2. Charting symbology.
• 3. Operating rules, pilot certification, and airplane equipment requirements for flying in different classes of airspace.
• 4. Special use, special flight rules areas, and other airspace areas.
• 5. Temporary flight restrictions.
• 6. Aircraft speed limitations in various classes of airspace.
• 1. Various classes of airspace.
• 2. Maintaining VFR at night.
• 3. Special use airspace.
• 4. Compliance with or avoidance of specific en route airspace.
• 1. Determine the requirements for basic VFR weather minimums and flying in particular classes of airspace.
• 2. Determine the requirements for flying in special use airspace (SUA), and special flight rule areas (SFRA).
• 3. Properly identify airspace and operate accordingly with regards to communication and equipment requirements.
• 4. Applies pertinent operations and requirements to account for SUA, SFRA, and temporary flight rules (TFR).
• Task D. Cross-Country Flight Planning
• 1. Route planning, including consideration of special use airspace.
• 2. Applying universal coordinated time (UTC) to flight planning.
• 3. Converting and calculating time relative to time zones and estimated time of arrival.
• 4. Calculating time, climb and descent rates, course, distance, heading, true airspeed and ground speed.
• 5. Fuel planning.
• 6. Altitude selection accounting for terrain and obstacles, glide distance of the aircraft, VFR cruising altitude, and the effect of wind.
• 7. Conditions conducive to icing.
• 8. Symbology found on VFR charts including airspace, obstructions and terrain features.
• 9. Elements of a VFR flight plan.
• 10. Procedures for activating and closing a VFR flight plan in controlled and non-controlled airspace.
• 11. Seasonal weather phenomena.
• 1. The pilot.
• 2. The aircraft.
• 3. The environment.
• 4. External pressures.
• 5. Lack of appropriate training when flight is planned in an area different from the pilot's local area, such as in mountains, congested airspace, or location with different weather and topography.
• 6. The tendency to complete the flight in spite of adverse change in conditions.
• 7. Failure to select the appropriate VFR altitude for the direction of flight.
• 8. Limitations of ATC services.
• 9. Improper fuel planning.
• 10. A route overflying significant environmental influences, such as mountains or large bodies of water.
• 11. Flight in areas unsuitable for landing or below personal minimums.
• 12. Seasonal weather patterns.
• 1. Prepare, present and explain a cross-country flight plan assigned by the evaluator including a risk analysis based on real time weather.
• 2. Transfer knowledge used for one region to another region (given local climate, terrain, etc.).
• 3. Update fuel planning/manage fuel.
• 4. Select appropriate routes, altitudes, and checkpoints.
• 5. Recalculate fuel reserves based on a scenario provided by the evaluator.
• 6. Create a navigation log and simulate filing a VFR flight plan.
• 7. Interpret departure, en route, arrival route with reference to appropriate and current charts.
• 8. Explain or demonstrate diversion to alternate.
• 9. Apply pertinent information from Chart Supplements U.S.; NOTAMs relative to airport, runway and taxiway closures; and other flight publications.
• 10. On the day of the practical test, the final flight plan shall be to the first fuel stop, based on the maximum allowable passengers, baggage, and/or cargo loads using real-time weather and appropriate and current aeronautical charts.
• 11. Properly identify airspace, obstructions, and terrain features.
• 12. Select appropriate navigation system/facilities and communication frequencies.
• Task C. Weather Information
• 1. Acceptable sources of weather data for flight planning purposes.
• 2. Weather products required for preflight planning and en route operations.
• 3. Current and forecast weather for departure, en route and arrival phases of flight.
• 4. Meteorology applicable to the airport, local area, departure, en route, alternate, and destination of a VFR flight in Visual Meteorological Conditions (VMC) to include expected climate and hazardous conditions such as:
• a. Atmospheric composition and stability
• b. Wind (e.g. crosswind, tailwind, wind shear, etc.)
• c. Temperature
• d. Moisture/precipitation
• e. Weather system formation, including air masses and fronts
• f. Clouds
• g. Turbulence
• h. Thunderstorms
• i. Icing and freezing level information
• j. Fog
• k. Frost
• l. METARs and TAFs
• m. Weather related charts
• n. Weather advisories
• o. PIREPs
• 5. En route weather resources.
• 6. Cockpit displays of digital weather and aeronautical information.
• 7. Seasonal weather phenomena.
• 1. Factors involved in determining a valid go/no-go decision.
• 2. Dynamic weather affecting flight.
• 3. The limitations of weather equipment.
• 4. The limitations of aviation weather reports and forecasts.
• 5. The limitations of inflight aviation weather resources.
• 6. Identification of alternate airports along the intended route of flight and circumstances that would make diversion prudent.
• 7. Identification of weather conditions that may increase or reduce risk for the planned flight.
• 8. Establishing personal weather minimums based on the parameters of the flight (e.g. ceilings, visibility, cross-wind component, etc.), and determining when existing and/or forecast weather conditions exceed these minimums.
• 1. Use available aviation weather resources to obtain an adequate weather briefing.
• 2. Correlate weather information to determine alternate requirements.
• 3. Correlate available weather information to make a competent go/no-go or diversion decision.
• 4. Update/interpret weather in flight.
• 5. Evaluate environmental conditions using valid and reliable information sources to be able to make a competent go/no-go or diversion decision.
• 6. Given a scenario based on real time weather, where it would be appropriate, divert.
• 7. Use cockpit displays of digital weather and aeronautical information, as applicable.
• Task I. Glassy-Water Takeoff and Climb (ASES, AMES)
• 2. The effects of glassy-water on acceleration and lift-off.
• 3. When and why to use the glassy-water takeoff and climb technique.
• 1. Failure to select the appropriate takeoff path.
• 2. Water conditions.
• 4. Climb attitude and stall awareness.
• 5. Windshear.
• 7. Failure to make a go/no-go decision.
• 14. Criticality of takeoff distance available.
• 15. Failure to adhere to sterile cockpit requirement.
• 2. Clear the area, taxi into the takeoff position and align the airplane on the waterway while advancing the throttle smoothly to takeoff power.
• 4. Establish and maintain an appropriate planing attitude, directional control, correct for porpoising, and increase in water drag.
• 5. Utilize appropriate techniques to lift seaplane from the water considering surface conditions.
• 6. Establish proper attitude/airspeed, and accelerate to VY +10/-5 knots during the climb.
• 7. Retract flaps after a positive rate of climb has been verified or in accordance with aircraft manufacturer's guidance.
• 8. Maintain takeoff power and VY +10/-5 or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 9. Maintain directional control and proper wind-drift correction throughout takeoff and climb.
• 10. Complete the appropriate checklist.
• Task M. Forward Slip to a Landing (ASEL, ASES)
• 1. When and why forward slips are used and differences between side and forward slips.
• 2. How forward slips are executed.
• 6. The effects of forward slips affecting indicated airspeed versus true airspeed.
• 9. Emergency procedures during approach and landing.
• 10. Land and hold short operations.
• 2. Failure to correlate any crosswind effects with direction of forward slip.
• 3. Failure to transition to a side slip for landing.
• 4. Low altitude stall/spin.
• 6. Land and hold short operations (LAHSO).
• 10. Low altitude maneuvering.
• 11. Failure to confirm your gear position in an amphibious aircraft.
• 12. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 13. Failure to follow the right-of-way rules.
• 14. Obstacles on approach and landing paths.
• 15. Aircraft systems affected by performing a forward slip to include airspeed indications and fuel flow.
• 1. Select runway/landing area based on wind, landing surface and obstructions, pilot capability and aircraft limitations.
• 2. Calculate the crosswind component and determine if it is beyond the pilot's ability or aircraft capability.
• 3. Select the most suitable touchdown point.
• 4. Establish the slipping attitude at the point from which a landing can be made using the recommended approach and landing configuration and airspeed; adjust pitch attitude as required.
• 5. Maintain a ground track aligned with the runway/landing path centerline and an airspeed, which results in minimum float during the round out.
• 6. Make smooth, timely, and correct control application during the recovery from the slip, the round out, and the touchdown.
• 7. Touch down within 400 feet beyond a specified point with no drift, and with the airplane's longitudinal axis aligned with and over the runway centerline.
• 10. Execute a timely go-around decision when the approach cannot be made within the tolerances specified above.
• Task B. Ground Reference Maneuvers
• 1. The effects of wind on ground track and relation to a ground reference point.
• 2. The effects of bank angle and groundspeed on rate and radius of turn.
• 3. The entry/exit requirements of the maneuver.
• 4. The relationship of rectangular course to airport traffic pattern.
• 5. Emergency landing considerations while conducting a ground reference maneuver.
• 6. S-Turns and how they can be performed to increase separation from other aircraft.
• 2. Low altitude maneuvering.
• 3. Task management.
• 4. Failure to maintain aircraft control.
• 5. Failure to select a suitable emergency landing area.
• 1. Determine the area is clear of terrain, obstacles, and other aircraft and the aircraft will remain in the appropriate airspace.
• 2. Select a suitable ground reference.
• 3. Identify a suitable emergency landing area.
• 4. Plan the maneuver:
• a. Rectangular course: enter a left or right pattern, 600 to 1,000 feet above ground level (AGL) at an appropriate distance from the selected reference area, 45° to the downwind leg
• b. S-turns: enter perpendicular to the selected reference line, 600 to 1,000 feet AGL at an appropriate distance from the selected reference area
• c. Turns around a point: enter at an appropriate distance from the reference point, 600 to 1,000 feet AGL at an appropriate distance from the selected reference area
• 5. Apply adequate wind-drift correction during straight and turning flight to maintain a constant ground track if around a rectangular reference area or to track a constant radius turn on each side of the selected reference line or a selected point.
• 6. If performing a pattern such as S-Turns, reverse the turn directly over the selected reference line; if performing turns around a point, complete turns in either direction around the selected reference point.
• 7. Divide attention between airplane control, traffic avoidance and the ground track while maintaining coordinated flight.
• 8. Maintain altitude ±100 feet; maintain airspeed ±10 knots or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• Task B. Power-Off Stalls
• 1. The importance of the 1,500-foot (ASEL/ASES) or 3,000-foot (AMEL/AMES) AGL minimum altitude.
• 2. How the maneuver relates to a normal flight.
• 3. The components of a stabilized descent.
• 4. Approach to stall indications.
• 5. Full stall indications.
• 6. Which aircraft inputs are required to meet heading or bank angle requirements.
• 7. The stall recovery procedure.
• 8. The importance of establishing the correct aircraft configuration during the recovery process and the consequences of failing to do so.
• 9. Aerodynamics associated with stalls and spins in various aircraft configurations and attitudes.
• 10. Circumstances that can lead to an inadvertent stall or spin.
• 1. The interplay of aerodynamic factors (angle of attack (AOA), airspeed, load factor, aircraft configuration, aircraft weight, and aircraft attitude.)
• 2. The range and limitations of stall warning indicators (e.g.: aircraft buffet, stall horn, etc.).
• 4. Required actions for aircraft maximum performance and the consequences of failing to do so.
• 6. Failure to follow the stall recovery procedure.
• 7. Failure to maintain coordinated flight during the maneuver.
• 8. Secondary stalls.
• 9. Inadvertent stall or spin.
• 2. Establish a stabilized descent in the approach or landing configuration, as specified by the evaluator.
• 3. Transition smoothly from the approach or landing attitude to a pitch attitude that will induce a stall.
• 4. Maintain a specified heading, ±10°, and if in straight flight, maintain a specified angle of bank not to exceed 20°, ±10° and if in turning flight, while inducing the stall or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 5. Recognize and recover promptly after a full stall has occurred.
• 6. Retract the flaps to the recommended setting; retract the landing gear, if retractable, after a positive rate of climb is established.
• 7. Execute a stall recovery in accordance with procedures set forth in the AFM/POH.
• 8. Accelerates to VX or VY speed before the final flap retraction; returns to the altitude, heading and airspeed specified by the examiner.
• Task C. Power-On Stalls
• 3. Rationale for power setting variances.
• 7. Determining the most efficient stall recovery procedure.
• 9. The aerodynamics associated with stalls and spins in various aircraft configurations and attitudes.
• 10. The circumstances that can lead to an inadvertent stall or spin.
• 11. The circumstances that can lead to an accelerated stall.
• 1. Aerodynamic factors (angle of attack (AOA), airspeed, load factor, aircraft configuration, aircraft weight, and aircraft attitude.)
• 2. The range and limitations of stall warning indicators (e.g. aircraft buffet, stall horn, etc.)
• 6. Collision avoidance, scanning, obstacle and wire strike avoidance.
• 7. Failure to follow the stall recovery procedure.
• 8. Failure to maintain coordinated flight during the maneuver.
• 9. Secondary stalls.
• 10. Inadvertent stall or spin.
• 2. Establish the takeoff, departure, or cruise configuration as specified by the evaluator.
• 3. Set power (as assigned by the evaluator) to no less than 65 percent available power.
• 4. Transition smoothly from the takeoff or departure attitude to the pitch attitude that will induce a stall.
• 5. Maintain a specified heading, ±10°, and if in straight flight and maintain a specified angle of bank not to exceed 20°, ±10°, if in turning flight, while inducing the stall or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 6. Recognize and recover promptly after a fully developed stall occurs.
• 7. Retract the flaps to the recommended setting; retract the landing gear if retractable, after a positive rate of climb is established.
• 8. Execute a stall recovery in accordance with procedures set forth in the AFM/POH.
• 9. Accelerate to VX or VY speed before the final flap retraction; return to the altitude, heading, and airspeed specified by the evaluator.
• Task B. Seaplane Post-Landing Procedures (ASES, AMES)
• 1. Mooring.
• 2. Docking.
• 3. Anchoring.
• 4. Ramping/beaching.
• 5. Post-landing procedures.
• 1. Distractions during aircraft taxi and parking.
• 2. Proximity of other aircraft, vehicles, and people when operating on airport or water surfaces.
• 3. Spinning propellers.
• 4. Failure to manage Tasks during taxi and parking.
• 5. Confirmation or expectation bias.
• 6. Failure to manage the automation
• 7. Airport security.
• 8. Water and environmental impacts on securing a seaplane.
• 1. Select a suitable area for anchoring, considering seaplane movement, water depth, tide, wind, and weather changes.
• 2. Use an adequate number of anchors and lines of sufficient strength and length to ensure the seaplane's security.
• 3. Approach the dock or mooring buoy in the proper direction considering speed, hazards, wind, and water current.
• 4. Approach the ramp/beach considering persons and property, in the proper attitude and direction, at a safe speed, considering water depth, tide, current, and wind.
• 5. Ensure seaplane security in a manner that will protect it from the harmful effect of wind, waves, and changes in water level.
• Task A. After Landing, Parking and Securing (ASEL, AMEL)
• 2. Familiarity with airport markings (including hold short lines), signs, and lights.
• 4. Towered and non-towered airport operations.
• 6. Airport information resources (Chart Supplements U.S., airport diagrams, and appropriate publications).
• 7. Good cockpit discipline during taxi.
• 8. Appropriate taxi speeds.
• 9. Procedures for appropriate cockpit activities during taxiing including taxi route planning, briefing the location of Hot Spots, and communicating and coordinating with ATC.
• 12. The importance of documenting any in-flight/post-flight discrepancies.
• 13. National Transportation Safety Board (NTSB) accident/incident reporting.
• 2. The proximity of other aircraft, vehicles, and people when operating on airport surfaces.
• 6. Failure to manage the automation.
• 8. Failure to maintain directional control after landing or during taxi
• 1. Maintain directional control after touchdown while decelerating to an appropriate speed.
• 2. Utilize runway incursion avoidance procedures after landing.
• 3. Park in an appropriate area, considering the safety of nearby persons and property.
• 4. Plan the taxi route to the ramp.
• 5. Follow the appropriate procedure for engine shutdown.
• 6. Complete the after landing checklist after the airplane has stopped.
• 7. Complete the engine shutdown checklist.
• 8. Disembark passengers safely and remain aware of passenger movement while on the ramp area.
• 9. Record aircraft discrepancies and notes for possible service needs before the next flight.
• 10. Conduct an appropriate post flight inspection and secure the aircraft.
• Task A. Night Preparation
• 1. Physiological aspects of night flying as it relates to vision.
• 2. Lighting systems identifying airports, runways, taxiways and obstructions, as well as pilot controlled lighting.
• 3. Airplane equipment requirements for night operations.
• 4. Airplane lighting systems: type, interpretation in flight, when to use each lighting system.
• 5. Personal equipment essential for night flight.
• 6. Night orientation, navigation, and chart reading techniques.
• 7. Safety precautions and emergencies unique to night flying.
• 8. Somatogravic illusion and black hole approach illusion.
• 9. Disorientation that can be experienced in unusual attitudes at night.
• 10. Visual scanning techniques during night operations.
• 11. Hazards of inadvertent IMC.
• 2. Improper planning to avoid terrain
• 3. Failure to manage Tasks during night operations.
• 4. Failure to maintain situational awareness
• 5. Environmental considerations at night (e.g., IMC; terrain (roads)).
• 6. Failure to maintain VFR.
• 7. Physiological aspects of night flying.
• Task D. Instrument Approach and Landing with an Inoperative Engine (Simulated) (by reference to instruments) (AMEL, AMES)
• 1. Instrument approach procedures used with one engine inoperative.
• 2. Improper planning to avoid terrain.
• 3. Failure to manage Tasks with an inoperative engine.
• 4. Failure to maintain situational awareness.
• 5. Failure to recognize an engine failure.
• 6. Failure to identify the correct failed engine.
• 7. Stalls and spins.
• 8. Inability to maintain a stabilized approach with an inoperative engine.
• 9. Physiological factors when flying by reference to instruments with an inoperative engine.
• 1. Recognize an engine failure, set the engine controls, reduce drag, identify and verify the inoperative engine, and feather the appropriate engine propeller.
• 2. Establish and maintain a bank toward the operating engine, as required for best performance in straight-and-level flight.
• 3. Follow the manufacturer's prescribed checklists to verify procedures for securing the inoperative engine.
• 4. Monitor the operating engine and make the necessary adjustments.
• 5. Request and receive an actual or a simulated ATC clearance for an instrument approach.
• 6. Follow the actual or simulated ATC clearance for an instrument approach.
• 7. Maintain altitude within 100 feet, the airspeed within ±10 knots if within the aircraft's capability, and a heading ±10°.
• 8. Establish a rate of descent that will ensure arrival at the MDA or DH/DA, with the airplane in a position from which a descent to a landing on the intended runway can be made, either straight in or circling as appropriate.
• 9. While on the final approach segment, maintain no more than three-quarter-scale deflection of the CDI/glide slope indicator.
• 10. Avoid loss of aircraft control, or attempted flight contrary to the engine-inoperative operating limitations of the aircraft.
• 11. Comply with the published criteria for the aircraft approach category when circling.
• 12. Complete the landing and the appropriate manufacturer's checklists.
• Task C. Engine Failure During Flight (by reference to instruments) (AMEL, AMES)
• 1. Instrument procedures used with one engine inoperative.
• 8. Inability to climb or maintain altitude with an inoperative engine.
• 2. Establish and maintain a bank toward the operating engine as required for best performance in straight-and-level flight.
• 3. Follow the prescribed checklists to verify procedures for securing the inoperative engine.
• 5. Demonstrate coordinated flight with one engine inoperative.
• 6. Maintain altitude ±100 feet, or a minimum sink rate, as appropriate, a heading ±10°, a bank ±5°, and level off from climbs and descents within ±100 feet.
• Task B. VMC Demonstration (AMEL, AMES)
• 1. VMC factors affecting VMC and how VMC differs from VS.
• 2. The cause of loss of directional control at airspeeds less than VMC.
• 3. Safe recovery procedures.
• 4. An improper restart of the inoperative engine.
• 6. Inability to configure or recover properly from the demonstration.
• 1. Configure the airplane in accordance with the manufacturer's recommendations, in the absence of the manufacturer's recommendations, then at VSSE/VYSE, as appropriate:
• a. Landing gear retracted
• b. Flaps set for takeoff
• c. Cowl flaps set for takeoff
• d. Trim set for takeoff
• e. Propellers set for high RPM
• f. Power on critical engine reduce to idle
• g. Power on operating engine set to takeoff or maximum available power
• 2. Establish a single-engine climb attitude with the airspeed at approximately 10 knots above VSSE.
• 3. Establish a bank toward the operating engine, as required for best performance and controllability.
• 4. Increase the pitch attitude slowly to reduce the airspeed at approximately 1 knot per second while applying rudder pressure to maintain directional control until full rudder is applied.
• 5. Recognize indications of loss of directional control, stall warning, or buffet.
• 6. Recover promptly by simultaneously reducing power sufficiently on the operating engine while decreasing the angle of attack as necessary to regain airspeed and directional control. Recovery should not be attempted by increasing the power on the simulat
• 7. Recover within 20° of the entry heading.
• 8. Advance power smoothly on the operating engine and accelerate to VSSE/VYSE, as appropriate, +10/-5 knots, during the recovery.
• Task A. Maneuvering with One Engine Inoperative (AMEL, AMES)
• 1. VMC.
• 2. Drag reduction.
• 3. How to identify the inoperative engine.
• 4. Aircraft configuration for best performance during single-engine operations.
• 5. Feathering and zero-thrust procedures.
• 5. An improper restart of the inoperative engine.
• 6. The inability to climb or maintain altitude with one engine inoperative.
• 7. Failure to maintain coordinated flight.
• 8. Stalls and spins.
• 1. Recognize an engine failure and maintain control.
• 2. Set the engine controls, reduce drag, identify and verify the inoperative engine, and feather the appropriate propeller.
• 3. Establish and maintain a bank toward the operating engine as required for best performance in straight and level flight.
• 4. Follow the manufacturer's prescribed checklists to verify procedures for securing the inoperative engine.
• 5. Monitor the operating engine and make the necessary adjustments.
• 6. Demonstrate coordinated flight with one engine inoperative (propeller feathered).
• 7. Restart the inoperative engine using the appropriate manufacturer's restart procedures.
• 8. Maintain altitude ±100 feet or a minimum sink rate as appropriate and a heading ±10° or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• Task G. Approach and Landing with an Inoperative Engine (Simulated) (AMEL, AMES)
• 2. Runway distances.
• 3. Drag reduction.
• 4. How to identify the inoperative engine.
• 5. Aircraft configuration for best performance during single-engine operations.
• 6. Feathering and zero-thrust procedures.
• 1. Wind.
• 2. Failure to select a suitable landing area.
• 3. Failure to plan and follow a flight pattern to the selected landing area considering altitude, wind, terrain, and obstructions.
• 4. Failure to manage Tasks with an engine failure.
• 5. Low-altitude maneuvering.
• 7. Right-of-way during an emergency.
• 8. Obstacles on approach and landing paths.
• 9. Stalls and spins.
• 1. Recognize an engine failure and take appropriate action, maintain control, and utilize the manufacturer's recommended emergency procedures.
• 2. Bank toward the operating engine, as required, for best performance.
• 3. Monitor the operating engine and make adjustments as necessary.
• 4. Maintain the manufacturer's recommended approach airspeed +10/-5, and landing configuration with a stabilized approach, until landing is assured or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 5. Make smooth, timely, and correct control applications, during round out and touchdown.
• 6. Touchdown on the first one-third of available runway, with no drift and the airplane's longitudinal axis aligned with and over the runway center path.
• 7. Maintain crosswind correction and directional control throughout the centerline approach and landing sequence.
• 8. Complete the appropriate checklists.
• Task F. Engine Failure After Lift-Off (Simulated) (AMEL, AMES)
• 1. Failure to plan and communicate during an emergency.
• 2. Failure to manage Tasks during an engine failure.
• 5. Right-of-way rules during an emergency.
• 6. Obstacles on the departure path.
• 8. Improper response to an engine failure after takeoff.
• 9. Failure to maintain directional control during an engine failure after takeoff.
• 1. Recognize a simulated engine failure promptly, maintain control and utilize appropriate emergency procedures.
• 2. Reduce after a simulated drag, identify and verify the inoperative engine after simulated engine failure.
• 3. Simulate feathering the propeller on the inoperative engine. Evaluator shall then establish a zero-thrust condition on the inoperative engine.
• 4. Establish VYSE; if obstructions are present, establish VXSE or VMC +5 knots, whichever is greater, until obstructions are cleared, then transition to VYSE.
• 5. Bank toward the operating engine as required for best performance.
• 6. Monitor operating engine and make adjustments as necessary.
• 7. Recognize the airplane's performance capabilities. If a climb is not possible at VYSE, maintain VYSE and return to the departure airport for landing, or initiate an approach to the most suitable landing area available.
• 8. Simulate securing the inoperative engine.
• 9. Maintain heading +10°, and airspeed ±5 knots or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• 10. Complete the appropriate emergency checklist.
• Task E. Engine Failure During Takeoff Before VMC (Simulated) (AMEL, AMES)
• 3. Low-altitude maneuvering.
• 7. Improper response to an engine failure on takeoff.
• 8. Failure to maintain directional control during an engine failure on takeoff.
• 1. Close the throttles smoothly and promptly when simulated engine failure occurs.
• 2. Maintain directional control and apply brakes, as necessary.
• Task D. Emergency Equipment and Survival Gear
• 1. Emergency equipment.
• 2. Climate extremes (hot/cold).
• 3. The hazards of mountainous terrain.
• 4. The hazards of overwater operations.
• 5. Gear to meet basic physical needs until rescue.
• 6. ELT operation, limitations and testing requirements.
• 1. Being unprepared to meet basic needs (water, clothing, shelter) for 48 to 72 hours in the event of an unplanned off-airport landing.
• 2. Not knowing survival techniques, to include being located by search and rescue, in the event of an unplanned off-airport landing.
• 1. Identify appropriate equipment that should be onboard the airplane.
• 2. Identify appropriate personal gear to meet physical needs until rescue.
• 3. Brief the proper use of the fire extinguisher and other survival equipment.
• Task B. Emergency Approach and Landing (Simulated) (ASEL, ASES)
• 1. Glide speed and distance.
• 2. Landing distance.
• 3. Hazards of other than hard surfaced runway.
• 8. Emergency procedures.
• 9. Communications.
• 10. ATC clearance deviations.
• 11. Minimum fuel.
• 12. Selecting a landing location.
• 13. ELTs and/or other emergency locating devices.
• 14. Radar assistance to VFR aircraft.
• 4. Improper management of tasks associated with an emergency approach and landing.
• 5. Low altitude maneuvering.
• 6. Startle response.
• 8. Having the right-of-way in an emergency.
• 9. Obstacles on approach and landing
• 10. Stalls and spins.
• 11. Failure to maintain the appropriate airspeed (e.g., best glide speed, minimum sink speed) or configuration during the descent.
• 1. Analyze the situation, select an appropriate course of action, and select a suitable landing area.
• 2. Establish and maintain the recommended best-glide airspeed, ±10 knots.
• 3. Plan and follow a flight pattern to the selected landing area considering altitude, wind, terrain, and obstructions that would allow a safe landing.
• 4. Prepare for landing, or go-around, as specified by the evaluator.
• 5. Complete the appropriate checklist.
• 6. Make appropriate radio calls, when conditions allow.
• Task A. Emergency Descent
• 1. Glide speed, distance.
• 5. Situations, such as depressurization, cockpit smoke and/or engine fire that require an emergency descent.
• 6. Emergency procedures.
• 7. Communications.
• 8. ATC clearance deviations.
• 9. ELTs and/or other emergency locating devices.
• 10. Radar assistance to VFR aircraft.
• 11. Transponder.
• 4. Improper aircraft and propeller configurations.
• 5. Improper management of tasks associated with an emergency descent.
• 6. Low-altitude maneuvering.
• 9. Failure to maintain situational awareness during an emergency descent.
• 11. Difference between using VNE and VFE, and when each one is appropriate.
• 1. Analyze the situation and select an appropriate course of action.
• 2. Establish and maintain the appropriate airspeed and configuration for the emergency descent.
• 3. Establish appropriate propeller pitch (if constant speed), flap deployment, and gear position (if retractable) relative distance and altitude to selected landing area.
• 4. Exhibit orientation, division of attention and proper planning.
• 5. Maintain positive load factors during the descent.
• 6. Follow the appropriate checklist.
• Task F. Radio Communications, Navigation Systems/Facilities, and Radar Services
• 1. Flight instrument function and operation.
• 2. Flight instrument sensitivity, limitations and potential errors in unusual attitudes.
• 3. Flight instrument correlation (pitch instruments/bank instruments).
• 4. How to determine the minimum safe altitude for the location.
• 5. Radio communications equipment and procedures.
• 6. Air traffic control facilities and services.
• 7. Installed navigation equipment function and displays.
• 8. Pilot interface including: pilot monitoring duties and interaction with charts and avionics equipment.
• 1. Lack of proficiency in flight by reference to instruments.
• 2. Poor cockpit management.
• 3. Lack of awareness of the direction for the nearest VMC.
• 4. Failure to descend straight ahead or make level turns under emergency instrument conditions.
• 1. Maintain controlled flight while selecting proper communications frequencies, identifying the appropriate facility, and setting up navigation equipment to select desired course.
• 2. Maintain aircraft control while complying with ATC instructions.
• 3. Maintain aircraft control while navigating using radio aids.
• 4. Maintain altitude ±200 feet, heading ±20° and airspeed ±10 knots or as recommended by aircraft manufacturer to a safe maneuvering altitude.
• Task E. Recovery from Unusual Flight Attitudes
• 2. Flight instrument sensitivity, limitations, and potential errors in unusual attitudes.
• 4. Vestibular illusions (leans) and spatial disorientation.
• 5. Aerodynamic factors related to unusual pitch and bank attitudes and returning to level flight.
• 6. The appropriate pitch, power and bank settings for the airplane being flown.
• 7. The hazards of inappropriate control response.
• 5. Operating outside of the normal operating envelope during the recovery.
• 1. Perform timely recognition of the nature of the unusual attitude.
• 2. Recognize unusual flight attitudes solely by reference to instruments and perform the correct, coordinated, and smooth control application to resolve unusual pitch and bank attitudes while staying within the airplane's limitations and flight parameters
• 3. Perform appropriate trimming to relieve control pressures.
• 4. When level, maintain altitude ±200 feet, heading ±20° and airspeed ±10 knots.
• Task D. Turns to Headings
• 5. Aerodynamic factors related to establishing turns while maintaining level flight.
• 6. Appropriate pitch, power and bank settings for the airplane being flown.
• 5. Continued flight into IMC or conditions outside of personal minimums.
• 6. Loss of situational awareness during low visibility or instrument conditions.
• 1. Control the aircraft solely by reference to instruments.
• 2. Perform an instrument scan and instrument cross-check.
• 3. Perform coordinated, smooth control application to establish a standard rate turn and to correct for altitude and bank deviations and rollout on specified heading.
• 4. Perform appropriate trimming to relieve control pressures.
• 5. Demonstrate turns to headings solely by reference to instruments, maintain altitude ±200 feet and maintain a standard rate turn and rolls out on the assigned heading ±10°; maintain airspeed ±10 knots.
• Task C. Constant Airspeed Descents
• 5. Aerodynamic factors related to establishing and maintaining a constant airspeed descent, making turns while descending, and then returning to level flight.
• 3. Establish the descent configuration specified by the evaluator.
• 4. Transition to the descent pitch attitude and power setting on an assigned heading using proper instrument cross-check and interpretation and coordinated control application.
• 5. Demonstrate descents solely by reference to instruments at a constant airspeed to specific altitudes in straight flight and turns.
• 6. Perform appropriate trimming to relieve control pressures.
• 7. Level off at the assigned altitude and maintain altitude ±200 feet, heading ±20° and airspeed ±10 knots.
• Task B. Constant Airspeed Climbs
• 5. Aerodynamic factors related to establishing and maintaining a constant airspeed climb, making turns while climbing, and then returning to level flight.
• 6. Appropriate pitch, bank, and power settings for the airplane being flown.
• 3. Transition to the climb pitch attitude and power setting on an assigned heading using proper instrument cross-check and interpretation, and coordinated control application.
• 4. Demonstrate climbs solely by reference to instruments at a constant airspeed to specific altitudes in straight flight and turns.
• 5. Perform coordinated, smooth control application to correct for airspeed, heading and bank deviations during climb and then for level off.
• Task A. Straight-and-Level Flight
• 4. Aerodynamic factors related to maintaining straight-and-level flight.
• 5. Vestibular illusions (leans) and spatial disorientation.
• 4. Continued flight into IMC or conditions outside of personal minimums.
• 5. Loss of situational awareness during low visibility or instrument conditions.
• 6. The hazards of abrupt control movements when flying by sole reference to instruments.
• 1. Control the aircraft solely by reference to instruments in straight-and-level flight.
• 3. Perform coordinated, smooth control application to correct for altitude, heading, airspeed, and bank deviations during straight-and-level flight.
• Task D. Spin Awareness
• 1. Aerodynamics associated with stalls and spins in various aircraft configurations and attitudes.
• 2. Circumstances that can lead to an inadvertent stall or spin.
• 3. Spin recovery procedures.
• 3. The environmental element effects on aircraft performance.
• 4. The required actions for aircraft maximum performance and the consequences of failing to do so.
• 5. Uncoordinated flight.
• 6. Hazards associated with the improper application of flight control inputs during the spin recovery.
• 1. Assess and avoid situations where unintentional spins may occur.
• 2. Explain procedures for recovery from unintentional spins.
• Task C. Systems and Equipment Malfunction
• 1. The elements related to system and equipment malfunctions appropriate to the airplane, including:
• 2. Supplemental oxygen.
• 3. Load factors.
• 4. High drag versus low drag.
• 1. Hazardous attitudes.
• 2. Failure to complete a preflight inspection.
• 3. Improper maintenance.
• 4. Failure to use the proper checklist during a system or equipment malfunction.
• 5. Failure to recognize situations, such as:
• a. Depressurization
• b. Cockpit smoke
• c. Fire
• 6. Loss of orientation, failure to divide attention, and improper planning.
• 7. Failure to properly manage the airplane's energy during a system or equipment malfunction.
• 1. Analyze the situation and take appropriate action for simulated emergencies, with reference to at least three of the systems listed in the Knowledge section above.
• 2. Complete the appropriate checklist or procedure.
• Task H. Confined Area Approach and Landing (ASES, AMES)
• 2. Hazards of a confined area.
• 6. Windshear avoidance.
• 15. Failure to recognize the need for a go-around/rejected landing.
• 16. Low altitude stall/spin.
• 17. Land and hold short operations (LAHSO).
• 1. Ensure the aircraft is aligned with the correct/assigned waterway.
• 4. Consider the wind conditions, landing surface, obstructions, and select the proper landing path.
• 8. Contact the water at the minimum safe airspeed with the proper pitch attitude for the surface conditions.
• 9. Touch down within the available water landing area, at or within 200 feet beyond a specified point, with no side drift, minimum float, and with the airplane's longitudinal axis aligned with the desired landing path.
• 12. Apply elevator control as necessary, to stop in the shortest distance consistent with safety.
• 13. Utilize after landing waterway incursion avoidance procedures.
• Task B. Airworthiness Requirements
• 1. General airworthiness requirements and compliance for airplanes.
• a. Certificate location and expiration dates
• b. Required inspections
• c. Inspection requirements
• 2. Individuals who can perform maintenance on the aircraft, including A&P and IA roles in aircraft maintenance and inspections.
• 3. Pilot-performed preventive maintenance.
• 4. Equipment requirements for day and night flight for example: flying with inoperative equipment (approved Minimum Equipment List (MEL), Kinds of Operation Equipment List (KOEL), VFR and placards.
• 5. Proving airworthiness (specifics of the aircraft–compliance with Airworthiness Directives or applicability of Safety Bulletins).
• 6. Obtaining a special flight permit.
• 7. Experimental aircraft airworthiness.
• 8. Equipment malfunctions.
• 1. Inoperative equipment.
• 2. Equipment failure during flight.
• 3. Discrepancy records or placards.
• 1. Locate aircraft airworthiness and registration information.
• 2. Determine the aircraft is airworthy in a scenario given by the evaluator.
• 3. Explain conditions where flight can be made with inoperative equipment.
• 4. Explain requirements for obtaining and flying with a Special Flight Permit.
• 5. Locate and explain operating limitations, placards, instrument markings, POH/AFM, weight and balance data, and equipment list.
• Task A. Pilot Qualifications
• 1. Currency, regulatory compliance, privileges, and limitations.
• 2. Location of airman documents and identification required when exercising private pilot privileges.
• 3. The required documents to provide upon inspection.
• 4. Pilot logbook/record-keeping.
• 5. Compensation.
• 6. Towing.
• 7. Category and class.
• 8. Endorsements.
• 9. Medical certificates: class, expiration, privileges, temporary disqualifications.
• 10. Drugs, alcohol regulatory restrictions that affect the pilot's ability to operate safely.
• 1. Distinguishing proficiency versus currency.
• 2. Setting personal minimums.
• 3. Maintaining fitness to fly.
• 4. Flying unfamiliar aircraft.
• 5. Operating with unfamiliar flight display systems or unfamiliar avionics.
• 1. Act as PIC under VFR in a scenario given by the evaluator.
• Foreword
• Safety Policy that defines and describes aeronautical knowledge, flight proficiency, and risk management as integrated components of the airman certification system;
• Safety Risk Management processes through which internal and external stakeholders identify and evaluate regulatory changes, safety recommendations and other factors that require modification of airman testing and training materials;
• Safety Assurance processes to ensure the prompt and appropriate incorporation of changes arising from new regulations and safety recommendations; and
• Safety Promotion in the form of ongoing engagement with both external stakeholders (e.g., the aviation training industry) and FAA policy divisions.
• John S. Duncan
• Director, Flight Standards Service
• Table of Contents
• Introduction
• Airman Certification Standards Concept
• Note: As used in the ACS, an evaluator is any person authorized to conduct airman testing (e.g., an FAA aviation safety inspector, designated pilot examiner, or other individual authorized to conduct test for a certificate or rating).
• Using the ACS
• ASEL: Airplane – Single-Engine Land
• ASES: Airplane – Single-Engine Sea
• AMEL: Airplane – Multiengine Land
• AMES: Airplane – Multiengine Sea
• Note: When administering a test based on this ACS, the Tasks appropriate to the class airplane (ASEL, ASES, AMEL, or AMES) used for the test must be included in the plan of action. The absence of a class indicates the Task is for all classes.
• PA.XI.A.K1:
• PA = Applicable ACS (Private Pilot ‒ Airplane)
• XI = Area of Operation (Night Operation)
• A = Task (Night Preparation)
• K1 = Task element Knowledge 1 (Physiological aspects of night flying as it relates to vision)
• Airplane – Single-Engine Land and Sea and Multiengine Land and Sea Areas of Operation
• I. Preflight Preparation
• II. Preflight Procedures
• III. Airport and Seaplane Base Operations
• IV. Takeoffs, Landing and Go-Arounds
• V. Performance Maneuvers
• VI. Navigation
• VII. Slow Flight and Stalls
• VIII. Basic Instrument Maneuvers
• Note: If the applicant holds an instrument-airplane rating, he or she only needs to demonstrate Task PA.VIII.E. Applies only to AMEL, AMES.
• IX. Emergency Operations
• X. Multiengine Operations
• Note: If the applicant does not hold an instrument-airplane rating airplane, Tasks C and D do not need to be accomplished. All other Tasks must be completed.
• XI. Night Operations
• XII. Postflight Procedures
• Appendix Table of Contents
• Appendix 1: The Knowledge Test Eligibility, Prerequisites and Testing Centers
• Knowledge Test Description
• Knowledge Test Tables
• Knowledge Test Blueprint
• English Language Proficiency
• Knowledge Test Requirements
• Section 61.35 lists the prerequisites for taking the knowledge test, to include the minimum age an applicant must be to sit for the test.
• Received an endorsement, if required by this part, from an authorized instructor certifying that the applicant accomplished the appropriate ground-training or a home-study course required by this part for the certificate or rating sought and is prep...
• Proper identification at the time of application that contains the applicant's—
• Section 61.49 acceptable forms of retest authorization for all Private Pilot tests:
• An applicant retesting after failure is required to submit the applicable test report indicating failure, along with an endorsement from an authorized instructor who gave the applicant the required additional training. The endorsement must certify t...
• Note: If the applicant no longer possesses the original test report, he or she may request a duplicate replacement issued by AFS-760.
• Acceptable forms of authorization for PCP only:
• Confirmation of Verification Letter issued by the Airman Certification Branch (Knowledge Testing Authorization Requirements Matrix).
• Requires no instructor endorsement or other form of written authorization.
• Knowledge Test Centers
• Knowledge Test Registration
• Appendix 2: Knowledge Test Procedures and Tips
• Acceptable Materials
• Test Tips
• Carefully read the instructions provided with the test.
• Answer each question in accordance with the latest regulations and guidance publications.
• Read each question carefully before looking at the answer options. You should clearly understand the problem before trying to solve it.
• After formulating a response, determine which answer option corresponds with your answer. The answer you choose should completely solve the problem.
• Remember that only one answer is complete and correct. The other possible answers are either incomplete or erroneous.
• If a certain question is difficult for you, mark it for review and return to it after you have answered the less difficult questions. This procedure will enable you to use the available time to maximum advantage.
• When solving a calculation problem, be sure to read all the associated notes.
• For questions involving use of a graph, you may request a printed copy that you can mark in computing your answer. This copy and all other notes and paperwork must be given to the testing center upon completion of the test.
• Cheating or Other Unauthorized Conduct
• Testing Procedures for Applicants Requesting Special Accommodations
• Note: The device should consist of an electronic thesaurus that audibly pronounces typed-in words and presents them on a display screen. The device should also have a built-in headphone jack in order to avoid disturbing others during testing.
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• Appendix 3: Airman Knowledge Test Report
• Federal Aviation Administration
• Airmen Certification Branch, AFS-760
• P.O. Box 25082
• Oklahoma City, OK 73125
• FAA Knowledge Test Question Coding
• PA.XI.A.K1: (1)
• PA = Applicable ACS (Private Pilot ‒ Airplane)
• XI = Area of Operation (Night Operation)
• A = Task (Night Preparation)
• K1 = Task element Knowledge 1 (Physiological aspects of night flying as it relates to vision.)
• Appendix 4: The Practical Test – Eligibility and Prerequisites
• Appendix 5: Practical Test Roles, Responsibilities, and Outcomes
• Applicant Responsibilities
• Instructor Responsibilities
• Evaluator Responsibilities
• Aviation safety inspector (ASI)
• Pilot examiner (other than administrative pilot examiners) or
• Chief instructor, assistant chief instructor or check instructor of pilot school holding examining authority
• CFII conducting IPC
• At least one knowledge element;
• At least one risk management element;
• All skill elements unless otherwise noted; and
• Any Task elements in which the applicant was shown to be deficient on the knowledge test.
• Note: Task elements added to the POA on the basis of being listed on the AKTR may satisfy the other minimum Task element requirements. The missed items on the AKTR are not required to be added in addition to the minimum Task element requirements.
• Possible Outcomes of the Test
• Satisfactory Performance
• Demonstrate the Tasks specified in the Areas of Operation for the certificate or rating sought within the established standards;
• Demonstrate mastery of the aircraft by performing each Task successfully;
• Demonstrate proficiency and competency in accordance with the approved standards;
• Demonstrate sound judgment and exercise aeronautical decision-making/risk management;
• Demonstrate competence in crew resource management in aircraft certificated for more than one required pilot crew member, or, single-pilot competence in an airplane that is certificated for single-pilot operations.
• Unsatisfactory Performance
• Any action or lack of action by the applicant that requires corrective intervention by the evaluator to maintain safe flight.
• Failure to use proper and effective visual scanning techniques to clear the area before and while performing maneuvers.
• Consistently exceeding tolerances stated in the skill elements of the Task.
• Failure to take prompt corrective action when tolerances are exceeded.
• Failure to exercise risk management.
• Discontinuance
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• Practical Test Checklist (Applicant)
• Appointment with Evaluator
• Additional Rating Task Table
• Addition of an Airplane Single-Engine Land Rating to an existing Private Pilot Certificate
• Addition of an Airplane Multiengine Land Rating to an existing Private Pilot Certificate
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• Appendix 6: Safety of Flight
• General
• Safety of flight must be the prime consideration at all times. The evaluator, applicant, and crew must be constantly alert for other traffic. If performing aspects of a given maneuver, such as emergency procedures, would jeopardize safety, the evaluat...
• Stall and Spin Awareness
• During flight training and testing, the applicant and the instructor or evaluator must always recognize and avoid operations that could lead to an inadvertent stall or spin and inadvertent loss of control.
• Use of Checklists
• Throughout the practical test, the applicant is evaluated on the use of an appropriate checklist.
• Assessing proper checklist use depends upon the specific Task. In all cases, the evaluator should determine whether the applicant appropriately divides attention and uses proper visual scanning. In some situations, reading the actual checklist may be ...
• In a single-pilot airplane, the applicant should demonstrate the CRM principles described as SRM. Proper use is dependent on the specific Task being evaluated. The situation may be such that the use of the checklist while accomplishing elements of an ...
• Use of Distractions
• Positive Exchange of Flight Controls
• When one pilot seeks to have the other pilot take control of the aircraft, he or she will say, "You have the flight controls."
• The second pilot acknowledges immediately by saying, "I have the flight controls."
• The first pilot again says, "You have the flight controls."
• Aeronautical Decision Making, Risk Management, CRM and SRM
• Throughout the practical test, the evaluator must assess the applicant's ability to use sound aeronautical decision making procedures in order to identify hazards and mitigate risk. The evaluator must accomplish this requirement by reference to the ri...
• In assessing the applicant's performance, the evaluator should take note of the applicant's use of CRM and, if appropriate, SRM. CRM/SRM is the set of competencies that includes situational awareness, communication skills, teamwork, task allocation, a...
• Deficiencies in CRM/SRM almost always contribute to the unsatisfactory performance of a Task. While evaluation of CRM/SRM may appear to be somewhat subjective, the evaluator should use the risk management elements of the given Task(s) to determine whe...
• Multiengine Considerations
• On multiengine practical tests, where the failure of the most critical engine after liftoff is required, the evaluator must consider local atmospheric conditions, terrain, and type of aircraft used. The evaluator must not simulate failure of an engine...
• For multiengine practical tests conducted in the airplane, the evaluator will set zero thrust after the applicant has simulated feathering the propeller following a simulated engine failure. The applicant must demonstrate feathering one propeller in f...
• The practical test is for a type rating, and
• The airplane used for the practical test was not certificated with inflight unfeathering capability.
• For safety reasons, when the practical test is conducted in the airplane, the applicant shall perform Tasks that require feathering or shutdown only under conditions and at a position and altitude (i.e., no lower than 3,000 feet AGL) where it is possi...
• Single-Engine Considerations
• High Performance Aircraft Considerations
• Appendix 7: Aircraft, Equipment, and Operational Requirements & Limitations
• Aircraft Requirements & Limitations
• Equipment Requirements & Limitations
• The equipment examination should be administered before the flight portion of the practical test, but it must be closely coordinated and related to the flight portion.
• This section requires the aircraft must be:
• Of U.S., foreign, or military registry of the same category, class and type, if applicable, for the certificate and/or rating for which the applicant is applying.
• The aircraft must have fully functional dual controls, except as provided for in 14 CFR section 61.45(c) and (e); and
• Capable of performing all Areas of Operation appropriate to the rating sought and have no operating limitations, which prohibit its use in any of the Area of Operation, required for the practical test.
• Operational Requirements & Limitations
• Appendix 8: Use of Flight Simulation Training Devices (FSTD) and Aviation Training Devices (ATD): Airplane Single-Engine, Multi Engine Land and Sea
• Use of FSTDs
• (1) The training, testing, and checking for which it is used;
• (2) Each particular maneuver, procedure, or crewmember function performed; and
• (3) The representation of the specific category and class of aircraft, type of aircraft, particular variation within the type of aircraft, or set of aircraft for certain flight training devices.
• Full Flight Simulator (FFS)—a replica of a specific type, make, model, or series aircraft. It includes the equipment and computer programs necessary to represent aircraft operations in ground and flight conditions, a visual system providing an out-of-...
• Flight Training Device (FTD)—a replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft flight deck replica. It includes the equipment and computer programs necessary to represent aircraft (o...
• Use of ATDs
• Aviation Training Device (ATD)—a training device, other than an FFS or FTD, that has been evaluated, qualified, and approved by the Administrator. In general, this includes a replica of aircraft instruments, equipment, panels, and controls in an open ...
• Basic Aviation Training Device (BATD)—provides an adequate training platform for both procedural and operational performance Tasks specific to instrument experience and the ground and flight training requirements for the private pilot certificate and ...
• Advanced Aviation Training Device (AATD)—provides an adequate training platform for both procedural and operational performance Tasks specific to the ground and flight training requirements for the private pilot certificate, instrument rating, commerc...
• Credit for Time in an FSTD
• Credit for Time in an ATD
• Use of an FSTD on a Practical Test
• If an applicant for a certificate or rating uses a flight simulator or flight training device for training or any portion of the practical test, the flight simulator and flight training device—
• (1) Must represent the category, class, and type (if a type rating is applicable) for the rating sought; and
• (2) Must be qualified and approved by the Administrator and used in accordance with an approved course of training under part 141 or part 142 of this chapter; or under 14 CFT part 121 or 14 CFR part 135 of this chapter, provided the applicant is a pil...
• Appendix 9: References
• Note: Users should reference the current edition of the reference documents listed above. The current edition of all FAA publications can be found at www.faa.gov.
• Appendix 10: Abbreviations and Acronyms
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