CFI Instrument Practical Test Standards, FAA-S-8081-9B, June 2001

VIII. Instrument Approach Procedures

A. Non-Precision Instrument Approach

1. Exhibits instructional knowledge of the elements of a non-precision instrument approach by describing
   a. Selection of the appropriate instrument approach procedure chart
   1) 14 CFR Sec. 91.175 requires use of standard IAP prescribed for the airport by 14 CFR part 97
   2) Select IAP chart from current TPP
   3) GPS - use current database
   b. Pertinent information on the selected instrument approach chart
   1) Name contains
   a) Navigation system(s) providing final approach course (FAC) guidance (VOR RWY 7)
   
   i) "/" => both required (VOR/DME RWY 27)
   ii) "or" => either one sufficient (VOR or GPS RWY 23)
   b) Runway number if FAC aligned within 30° of runway centerline
   c) Letter from beginning of alphabet instead of number if FAC not aligned within 30° of runway (VOR-A)
   2) Minimum safe/sector altitude (MSA)
   a) 25(-30)NM radius
   b) 1000 feet obstacle clearance
   c) Maybe no navigation signal
   d) For emergency use
   3) Communications frequencies
   4) Plan view
   a) IAF(s)
   b) Approach segment routes (course, distance, altitude)
   c) FAC
   d) NAVAIDs and frequencies
   e) PT or NoPT
   f) Holding pattern(s)
   g) Notes
   5) Profile view
   a) FAF Maltese cross
   b) Altitudes to fly
   c) FAC length
   d) Visual descent angle (VDA) from FAF to TCH
   e) Visual descent point (VDP)
   f) Missed approach instructions
   6) Minimums section
   a) Know aircraft category based on 1.3 x V_So
   i) C-TR182 - cat A but
   ii) Circling at 100 KIAS, use category B circling minimums
   b) MDAs
   c) Minimum visibility required for landing
   d) Notes
   7) Airport diagram
   a) Runway dimensions, lighting
   b) FAF to MAP time table
   Based on ground speed
   8) New NACO IAP charts
   a) Pilot briefing section (EZ Brief)
   b) Missed approach symbols
   c) RNAV RWY # charts `
   i) For GPS, WAAS, LAAS
   ii) Up to 4 lines of approach minimums
   GNS 530 use LNAV minimums
   iii) TAA icons
   d) DA replaces DH
   9) Memorize
   a) MDA (How low?)
   b) Time from FAF to MAP (How long?)
   c) Visibility minimum required (How far?)
   d) Missed approach procedure (at least first 2 steps) (Which way?)
   c. Radio communication with ATC and compliance with ATC clearances, instructions and procedures
   1) Center -> approach control -> tower, FSS or CTAF
   2) Missed approach: first fly, get complete control of stable climb then: CTAF, tower or FSS -> approach control
   3) ATC clearance, instructions
   a) Execute on receipt or request amendment
   b) "Cleared for approach"
   i) Fly any approved IAP but
   ii) NOT contact or visual
   c) Fly entire approach as published
   d. Appropriate aircraft configuration, airspeed and checklist items
   1) Use predetermined configurations
   2) Slow to approach airspeed during initial approach segment
   3) Before landing checklist
   a) Initial approach segment: GU('wheels to go')MPS
   b) FAF: GU(gear down)MPS check again
   c) FAC: GUMPS (gear down, locked)
   e. Selection, tuning, identification and determination of operational status of ground and aircraft navigation equipment
   1) IAP chart contains frequencies and Morse code identifiers for the approach
   2) Confirm correct Morse code and/or voice identification
   3) Operational status check of each NAVAID to be used
   i) Note VOR not flagged, CDI stable (except at station passage)
   ii) Monitor ADF Morse code identification, check test function
   iii) GPS approach
   • Correct approach and IAF (or vectors) selected from current database
   • Approach loaded and activated
   • No RAIM failure/status annunciations
   iv) LOC frequency selected: note that rotating OBS has no effect on CDI
   f. Adjustments applied to the published MDA and visibility criteria for the aircraft approach category
   1) Check NOTAMs for IAP amendments
   2) Inoperative runway visual aids increase minimum visibility required (bot not MDA)
   a) Check Inop Components Table inside front cover of TPPs
   b) Check minimum section of JEPP chart
   3) Some IAPs require a higher MDA when alternate (not local) altimeter setting is used
   4) During circling approach, apply circling minimums section using actual airspeed (Cat B for 100 KIAS)
   g. Maintenance of altitude, airspeed and track, where applicable
   1) Beginning prior to FAF, maintain
   a) Altitude +/- 100 feet (aim for +/- 20 feet)
   b) Heading +/- 10° with stable wind drift correction (aim for +/- 2°)
   c) Airspeed +/- 10 knots (aim for +/- 2 knots)
   d) CDI less that ¾-scale deflection (aim for < 1 dot)
   
   2) Maintain MDA +100 feet, -0 feet to MAP
   3) C-TR182: maintain approach airspeed, 100 KIAS, during missed approach climb
   h. Establishment and maintenance of an appropriate rate of descent during the final approach segment
   1) Establish rate of descent and track that will ensure arrival at MDA prior to reaching the MAP with airplane continuously in a position from which descent to a landing can be made at a normal rate using normal maneuvers
   2) C-TR182: expeditious constant airspeed (100 knots) descent at 800-1000 fpm to allow more time at MDA to see runway environment
   3) FAA recommends using visual descent angle (VDA), when available, to calculate desired constant airspeed rate of descent (e.g., VDA 3.00° and 100 KIAS => 538 fpm)
   i. Factors that should be considered in determining whether
   1) The approach should be continued straight-in to a landing
   a) If runway environment (14 CFR Sec. 91.175) clearly seen and
   b) Visibility greater than required minimum and
   c) Position of aircraft such that straight-in approach and landing can be made using normal maneuvers (no more than small, shallow bank turns or small vertical speed adjustments), then
   d) Transition from instrument to visual cues and descent from MDA or VDP to straight-in landing may be made
   2) A circling approach to a landing should be made
   a) Circling approach required if FAC deviates from runway centerline by >30° (>15° for GPS IAP)
   b) Landing on runway with clearly favorable wind conditions may require a circling approach to that runway after flying an approach to another runway
   3) A missed approach should be performed
   a) At MAP or any time below MDA until touchdown if
   i) Runway environment (14 CFR Sec. 91.175) not clearly seen
   ii) Visibility less than required minimum, or
   iii) Aircraft not in position for safe landing with normal maneuvering
   b) Part of airport not clearly visible during circling approach above MDA
   c) ATC request
2. Exhibits instructional knowledge of common errors related to a non-precision instrument approach by describing
   a. Failure to have essential knowledge of the information on the instrument approach chart
   1) Plan ahead
   2) Know approach(es) to expect (ATC, ATIS)
   3) Study, record, memorize key data in advance
   How low? How long? How far? Which way?
   4) Use PC or simulator to practice flying approaches to destinations of upcoming flights
   b. Incorrect communications procedures or noncompliance with ATC clearances or instructions
   If cannot comply, request amendment
   c. Failure to accomplish checklist items
   1) Start before landing checklist on initial approach segment or on initial vectors for approach
   2) Complete before landing checklist at FAF (gear down)
   
   d. Faulty basic instrument flying technic
   May be due to cockpit disorganization and increased workload
   e. Inappropriate descent below the MDA
   1) May indicate inadequate speed of cross-check and interpretation during high workload time
   2) Add 50 foot (or more) buffer above MDA, especially in turbulence
3. Demonstrates and simultaneously explains a non-precision instrument approach from an instructional standpoint
4. Analyzes and corrects simulated common errors related to a non-precision instrument approach

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