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

VIII. Instrument Approach Procedures

B. Precision Instrument Approach

1. Exhibits instructional knowledge of the elements of a precision instrument approach by describing (e.g., ILS)
   a. Selection of the appropriate instrument approach 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 letter from end of alphabet (ILS Y RWY 28)
   a) Means there is more than one ILS RWY 28
   b) Make sure you have the right IAP chart for the right IAP
   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) Lightening bolt symbol
   i) Position of glide slope intercept at minimum altitude for intermediate approach segment
   ii) Start of final approach segment
   iii) Begin descent on glidepath to DA
   b) Maltese cross = FAF for LOC approach
   Begin timing
   c) Altitudes to fly
   d) Distances along final approach segment
   e) Glidepath descent angle
   f) Altitude of glidepath at LOC FAF
   g) Threshold crossing height (TCH)
   h) 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) DAs (ILS) and MDAs (LOC)
   c) Minimum visibility required for landing
   d) Notes
   7) Airport diagram
   a) Runway dimensions, lighting, TDZE
   b) LOC 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) DA (How low?)
   b) Time from LOC FAF to MAP (How long?)
   c) Final approach course (Which way in?)
   d) Missed approach procedure start (Which way out?)
   c. 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 codes
   3) Operational status check of each NAVAID to be used
   i) Note VOR and glide slope alarm flags not on, CDI stable
   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) ILS frequency selected: note that rotating OBS has no effect on CDI
   d. 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
   e. Appropriate aircraft configuration, airspeed and checklist items
   1) Use predetermined configurations
   2) Slow to approach airspeed during initial approach segment (or vectors to final)
   3) Before landing checklist
   a) Initial approach segment: GU('wheels to go')MPS
   b) Glide slope intercet: GU(gear down)MPS check again
   c) LOC FAF: altimeter check
   d) final approach segment: GUMPS (gear down, locked)
   
   f. Adjustments applied to the published DH/DA 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) Approved substitutes for (outer and) middle marker
   a) Compass locator (LOM, LMM)
   b) Precision radar (PAR)
   4) Approved substitues for outer marker
   a) LOM
   b) PAR
   c) DME
   d) VOR
   e) NDB
   f) ASR
   4) See note below minimums section for changes required by weather/altimeter variables
   5) 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 glide slope intercept, 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) On descent on glidepath, allow no more than ¾-scale deflection of either glide slope or localizer indicator (aim for < 1 dot) until over the runway
   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) Maintain a stabilized final approach from the final approach fix to the DA/DH, allow no more that ¾-scale deflection of either glide slope or localizer indications (aim for < 1 dot), and maintain the desired airspeed within +/-10 knots (aim for +/-2 knots)
   2) Use small heading changes (<2°) to track LOC
   3) If airplane is properly trimmed for approach speed, both glide slope and airspeed can be maintained with small power adjustments
   4) If small power adjustments not enough then
   i) Adjust pitch to maintain desired rate of descent, and
   ii) Adjust power to maintain airspeed
   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 DA (or LOC MAP) to straight-in landing may be made
   2) A circling approach to a landing should be made
   a) Landing on runway with clearly favorable wind conditions may require a circling approach to that runway after flying an ILS approach to another runway
   b) ATC request
   3) A missed approach should be performed
   a) At DA (or LOC MAP) or any time below DA or 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 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 glide slope intercept (gear down)
   
   d. Faulty basic instrument flying technic
   May be due to cockpit disorganization and increased workload
   e. Inappropriate application of DA/DH
   1) May indicate inadequate speed of cross-check and interpretation during high workload time
   2) Stay on localizer and glide slope until over the runway
3. Demonstrates and simultaneously explains a precision instrument approach from an instructional standpoint
4. Analyzes and corrects simulated common errors related to a precision instrument approach

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