Instrument Rating Practical Test Standards (PTS for IFR)
VI. AREA OF OPERATION: INSTRUMENT APPROACH
PROCEDURES
NOTE: TASK D, Circling Approach, is applicable only to the
airplane category.
NOTE: The requirements for conducting a GPS approach for the
purpose of this test are explained on page 8 of the Introduction.
A. TASK: NONPRECISION APPROACH (NPA)
REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM.
NOTE: The applicant must accomplish at least two nonprecision
approaches (one of which must include a procedure turn or, in the
case of an RNAV approach, a Terminal Arrival Area (TAA)
procedure) in simulated or actual instrument conditions. At least one
nonprecision approach must be flown without the use of autopilot
and without the assistance of radar vectors. (The yaw damper and
flight director are not considered parts of the autopilot for purpose
of this part). If the equipment allows, at least one nonprecision
approach shall be conducted without vertical guidance. The
examiner will select nonprecision approaches that are representative
of the type that the applicant is likely to use. The choices must
utilize two different types of navigational aids. Some examples of
navigational aids for the purpose of this part are: NDB, VOR, LOC,
LDA, SDF, GPS, or RNAV (including LNAV/VNAV and RNP-AR).
最低でも２つのNon-Precision Approach （一つはProcedure Turnを行うか、もしRNAVならTAA Procedureを行う必要あり）と、そして１つのPrecsion Appraochが必要となります。Non-precision Appraochの一つはAutopilotもRadar Vectorも無い状態で行う必要があります。
(細かい所は省略） Non-Precision ApproachはNDB, VOR, LOC,
LDA, SDF, GPS, or RNAV (including LNAV/VNAV and RNP-AR)より.試験管が選択する事が出来ます。
Objective.To determine that the applicant:
1. Exhibits adequate knowledge of the elements related to an
instrument approach procedure.
2. Selects and complies with the appropriate instrument
approach procedure to be performed.
3. Establishes two-way communications with ATC, as
appropriate, to the phase of flight or approach segment,
and uses proper communication phraseology and technique.
4. Selects, tunes, identifies, and confirms the operational
status of navigation equipment to be used for the approach
procedure.
5. Complies with all clearances issued by ATC or the
examiner.
6. Recognizes if any flight instrumentation is inaccurate or
inoperative, and takes appropriate action.
7. Advises ATC or examiner anytime that the aircraft is
unable to comply with a clearance.
8. Establishes the appropriate aircraft configuration and
airspeed considering turbulence and wind shear, and
completes the aircraft checklist items appropriate to the
phase of the flight.
9. Maintains, prior to beginning the final approach segment,
altitude within ±100 feet, heading within ±10° and allows
less than 3/4-scale deflection of the CDI or within ±10° in
the case of an RMI, and maintains airspeed within ±10
knots.
10. Applies the necessary adjustments to the published MDA
and visibility criteria for the aircraft approach category
when required, such as-
a. NOTAMs.
b. inoperative aircraft and ground navigation equipment.
c. inoperative visual aids associated with the landing
environment.
d. NWS reporting factors and criteria.
11. Establishes a stabilized approach profile with a rate of
descent and track that will ensure arrival at the MDA prior
to reaching the MAP.
12. Allows, while on the final approach segment, no more than
a 3/4-scale deflection of the CDI or within 10° in case of an
RMI, and maintains airspeed within ±10 knots of that
desired.
13. Maintains the MDA, when reached, within +100 feet, -0 feet
to the MAP.
14. Executes the missed approach procedure when the
required visual references for the intended runway are not
distinctly visible and identifiable at the MAP.
15. Executes a normal landing from a straight-in or circling
approach when instructed by the examiner.
16. Uses MFD and other graphical navigation displays, if
installed, to monitor position, track wind drift and other
parameters to maintain desired flightpath.
17. Demonstrates an appropriate level of single-pilot resource
management skills.
ATCとの交信も必要ですが、場合によっては試験官の模式クリアランスで行う場合もあります。 MDAに関ししては、+100 feet, - 0 feet なので、MDA以下になる事は絶対に許されません。 後は行うアプローチに合わせて正しい計器を選び、使う事が可能かともテストされます。何らかの原因で指示イ従えない場合は、直ぐにATCや試験官に伝えます。 （別にこれで失格とは限らないし、無理すると不合格も考えられます。） 他にも色々と確認はされますが、ここでは省略します。 （通常に、そして安全に対処すれば良い事です。）
B. TASK: PRECISION APPROACH (PA)
REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM.
NOTE: A precision approach, utilizing aircraft NAVAID equipment
for centerline and vertical guidance, must be accomplished in
simulated or actual instrument conditions to DA/DH.
Objective.To determine that the applicant:
1. Exhibits adequate knowledge of the precision instrument
approach procedures.
2. Accomplishes the appropriate precision instrument
approaches as selected by the examiner.
3. Establishes two-way communications with ATC using the
proper communications phraseology and techniques, as
required for the phase of flight or approach segment.
4. Complies, in a timely manner, with all clearances,
instructions, and procedures.
5. Advises ATC anytime that the applicant is unable to
comply with a clearance.
6. Establishes the appropriate airplane configuration and
airspeed/V-speed considering turbulence, wind shear,
microburst conditions, or other meteorological and operating
conditions.
7. Completes the aircraft checklist items appropriate to the
phase of flight or approach segment, including engine out
approach and landing checklists, if appropriate.
8. Prior to beginning the final approach segment, maintains
the desired altitude ±100 feet, the desired airspeed within
±10 knots, the desired heading within ±10°; and accurately
tracks radials, courses, and bearings.
9. Selects, tunes, identifies, and monitors the operational
status of ground and airplane navigation equipment used
for the approach.
10. Applies the necessary adjustments to the published DA/DH
and visibility criteria for the airplane approach category as
required, such as-
a. NOTAMs
b. inoperative airplane and ground navigation equipment.
c. inoperative visual aids associated with the landing
environment.
d. NWS reporting factors and criteria.
11. Establishes a predetermined rate of descent at the point
where the electronic glideslope begins, which approximates
that required for the aircraft to follow the glideslope.
12. Maintains a stabilized final approach, from the Final
Approach Fix to DA/DH allowing no more than 3/4-scale
deflection of either the glideslope or localizer indications
and maintains the desired airspeed within ±10 knots.
13. A missed approach or transition to a landing shall be
initiated at Decision Height.
14. Initiates immediately the missed approach when at the
DA/DH, and the required visual references for the runway
are not unmistakably visible and identifiable.
15. Transitions to a normal landing approach (missed
approach for seaplanes) only when the aircraft is in a
position from which a descent to a landing on the runway
can be made at a normal rate of descent using normal
maneuvering.
16. Maintains localizer and glideslope within 3/4-scale deflection
of the indicators during the visual descent from DA/DH to a
point over the runway where glideslope must be abandoned
to accomplish a normal landing.
17. Uses MFD and other graphical navigation displays, if
installed, to monitor position, track wind drift and other
parameters to maintain desired flightpath.
18. Demonstrates an appropriate level of single-pilot resource
management skills.
精密進入、ILSやLPVのPrecision Approachについてです。 基本的にはNon-Precisionと同じです。
C. TASK: MISSED APPROACH
REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements related to
missed approach procedures associated with standard
instrument approaches.
2. Initiates the missed approach promptly by applying power,
establishing a climb attitude, and reducing drag in
accordance with the aircraft manufacturer’s
recommendations.
3. Reports to ATC beginning the missed approach procedure.
4. Complies with the published or alternate missed approach
procedure.
5. Advises ATC or examiner anytime that the aircraft is
unable to comply with a clearance, restriction, or climb
gradient.
6. Follows the recommended checklist items appropriate to
the go-around procedure.
7. Requests, if appropriate, ATC clearance to the alternate
airport, clearance limit, or as directed by the examiner.
8. Maintains the recommended airspeed within ±10 knots;
heading, course, or bearing within ±10°; and altitude(s)
within ±100 feet during the missed approach procedure.
9. Uses MFD and other graphical navigation displays, if
installed, to monitor position and track to help navigate the
missed approach.
10. Demonstrates an appropriate level of single-pilot resource
management skills.
Missed Appraochが正しく出来るか？の確認です。（細かい部分は省略）
D. TASK: CIRCLING APPROACH
REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; IAP; AIM.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements related to a
circling approach procedure.
2. Selects and complies with the appropriate circling approach
procedure considering turbulence and wind shear and
considering the maneuvering capabilities of the aircraft.
3. Confirms the direction of traffic and adheres to all
restrictions and instructions issued by ATC and the
examiner.
4. Does not exceed the visibility criteria or descend below the
appropriate circling altitude until in a position from which a
descent to a normal landing can be made.
5. Maneuvers the aircraft, after reaching the authorized MDA
and maintains that altitude within +100 feet, -0 feet and a
flightpath that permits a normal landing on a runway. The
runway selected must be such that it requires at least a
90° change of direction, from the final approach course, to
align the aircraft for landing.
6. Demonstrates an appropriate level of single-pilot resource
management skills.
Circling アプローチが正しく出来るか？の確認です。（細かい部分は省略）
E. TASK: LANDING FROM A STRAIGHT-IN OR CIRCLING
APPROACH
REFERENCES: 14 CFR parts 61, 91; FAA-H-8083-15; AIM.
Objective. To determine that the applicant:
1. Exhibits adequate knowledge of the elements related to the
pilot’s responsibilities, and the environmental, operational,
and meteorological factors, which affect a landing from a
straight-in or a circling, approach.
2. Transitions at the DA/DH, MDA, or VDP to a visual flight
condition, allowing for safe visual maneuvering and a
normal landing.
3. Adheres to all ATC (or examiner) advisories, such as
NOTAMs, wind shear, wake turbulence, runway surface,
braking conditions, and other operational considerations.
4. Completes appropriate checklist items for the prelanding
and landing phase.
5. Maintains positive aircraft control throughout the complete
landing maneuver.
6. Demonstrates an appropriate level of single-pilot resource
management skills.
計器飛行アプローチから、適切に着陸が出来る事が試されます。 単にMAPまで飛行するだけで無く、実際のIMCの時にでも安全にアプローチから着陸へ移行できるかが試されます。
全てのTaskには、SRM （single-pilot resource
management skills）の技術の知識を見せる様にと明記されてます。 簡単に説明すれば安全飛行の事で、どの様に意識するか、実行するか？が問題です。
I. AREA OF OPERATION: PREFLIGHT PREPARATION
II. AREA OF OPERATION: PREFLIGHT PROCEDURES
III. AREA OF OPERATION: AIR TRAFFIC CONTROL CLEARANCES AND PROCEDURES
IV. AREA OF OPERATION: FLIGHT BY REFERENCE TO INSTRUMENTS
V. AREA OF OPERATION: NAVIGATION SYSTEMS
VI. AREA OF OPERATION: INSTRUMENT APPROACH PROCEDURES
VII. AREA OF OPERATION: EMERGENCY OPERATIONS
VIII. AREA OF OPERATION: POSTFLIGHT PROCEDURES
