ACS IR.VI.B

Procedures and limitations associated with a precision approach, including determining required descent rates and adjusting minimums in the case of inoperative equipment.

Navigation system displays, annunciations, and modes of operation.

Ground-based and satellite-based navigation systems (orientation, course determination, equipment, tests and regulations, interference, appropriate use of navigation data, signal integrity).

A stabilized approach, including energy management concepts.

Deviating from the assigned approach procedure.

Selecting a navigation frequency.

Management of automated navigation and autoflight systems.

Aircraft configuration during an approach and missed approach.

An unstable approach, including excessive descent rates. 16

Deteriorating weather conditions on approach.

Continuing to descend below the Decision Altitude (DA)/Decision Height (DH) when the required visual references are not visible.

Accomplish the precision instrument approach(es) selected by the evaluator.

Establish two-way communications with air traffic control (ATC) appropriate for the phase of flight or approach segment, and use proper communication phraseology.

Select, tune, identify, and confirm the operational status of navigation equipment to be used for the approach.

Comply with all clearances issued by ATC or the evaluator.

Recognize if any flight instrumentation is inaccurate or inoperative, and take appropriate action.

Advise ATC or the evaluator if unable to comply with a clearance.

Complete the appropriate checklist(s).

Establish the appropriate aircraft configuration and airspeed considering meteorological and operating conditions.

Maintain altitude ±100 feet, selected heading ±10°, airspeed ±10 knots, no more than ¾ scale CDI deflection, and accurately track radials, courses, or bearings, prior to beginning the final approach segment.

Adjust the published DA/DH and visibility criteria for the aircraft approach category, as appropriate, to account for NOTAMS, inoperative aircraft or navigation equipment, or inoperative visual aids associated with the landing environment.

Establish a predetermined rate of descent at the point where vertical guidance begins, which approximates that required for the aircraft to follow the vertical guidance.

Maintain a stabilized final approach from the final approach fix (FAF) to DA/DH allowing no more than ¾-scale deflection of either the vertical or lateral guidance indications, and maintain the desired airspeed ±10 knots.

Immediately initiate the missed approach procedure when at the DA/DH, and the required visual references for the runway are not unmistakably visible and identifiable.

Transition to a normal landing approach (missed approach for seaplanes) only when the airplane 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.

Maintain a stabilized visual flight path from the DA/DH to the runway aiming point where a normal landing may be accomplished within the touchdown zone.

Use a multi-function display (MFD) and other graphical navigation displays, if installed, to monitor position, track wind drift, and to maintain situational awareness.

Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.