Instrument Approach Procedures

Procedures and limitations associated with a non-precision approach, including the differences between Localizer Performance (LP) and Lateral Navigation (LNAV) approach guidance.

Navigation system indications and annunciations expected during an area navigation (RNAV) approach.

Ground-based and satellite-based navigation systems used for a non-precision approach.

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.

Deteriorating weather conditions on approach.

Operating below the minimum descent altitude (MDA) without proper visual references.

Accomplish the non-precision instrument approaches 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 MDA and visibility criteria for the aircraft approach category, as appropriate, for factors that include Notices of Air Missions (NOTAMs), inoperative aircraft or navigation equipment, or inoperative visual aids associated with the landing environment, etc.

Establish a stabilized descent to the appropriate altitude.

For the final approach segment, maintain no more than ¾ scale CDI deflection, airspeed ±10 knots, and altitude, if applicable, above MDA +100/-0 feet to the Visual Descent Point (VDP) or missed approach point (MAP).

Assess if the required visual references are available, and either initiate the missed approach procedure or continue for landing.

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.

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.

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.

Elements related to missed approach procedures and limitations associated with standard instrument approaches, including while using a flight management system (FMS) or autopilot, if equipped.

Deviations from prescribed procedures or ATC instructions.

Holding, diverting, or electing to fly the approach again.

Aircraft configuration during an approach and missed approach.

Factors that might lead to executing a missed approach procedure before the MAP or to a go-around below DA, DH, or MDA, as applicable.

Management of automated navigation and autoflight systems.

Promptly initiate the missed approach procedure and report it to ATC.

Apply the appropriate power setting for the flight condition and establish a pitch attitude necessary to obtain the desired performance.

Configure the airplane in accordance with airplane manufacturer’s instructions, establish a positive rate of climb, and accelerate to the appropriate airspeed, ±10 knots.

Follow the recommended checklist items appropriate to the missed approach/go-around procedure.

Comply with the published or alternate missed approach procedure.

Advise ATC or the evaluator if unable to comply with a clearance, restriction, or climb gradient.

Maintain the recommended airspeed ±10 knots; heading, course, or bearing ±10°; and altitude(s) ±100 feet during the missed approach procedure.

Use an MFD and other graphical navigation displays, if installed, to monitor position and track to help navigate the missed approach.

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

Request ATC clearance to attempt another approach, proceed to the alternate airport, holding fix, or other clearance limit, as appropriate, or as directed by the evaluator.

Elements related to circling approach procedures and limitations, including approach categories and related airspeed restrictions.

Prescribed circling approach procedures.

Executing a circling approach at night or with marginal visibility.

Losing visual contact with an identifiable part of the airport.

Management of automated navigation and autoflight systems.

Management of altitude, airspeed, or distance while circling.

Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).

Executing a missed approach after the MAP while circling.

Comply with the circling approach procedure considering turbulence, windshear, and the maneuvering capability and approach category of the aircraft.

Confirm the direction of traffic and adhere to all restrictions and instructions issued by ATC or the evaluator.

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

Establish the approach and landing configuration. Maintain a stabilized approach and a descent rate that ensures arrival at the MDA, or the preselected circling altitude above the MDA, prior to the missed approach point.

Maintain airspeed ±10 knots, desired heading/track ±10°, and altitude +100/-0 feet until descending below the MDA or the preselected circling altitude above the MDA.

Visually maneuver to a base or downwind leg appropriate for the landing runway and environmental conditions.

If a missed approach occurs, turn in the appropriate direction using the correct procedure and appropriately configure the airplane.

If landing, initiate a stabilized descent. Touch down on the first one-third of the selected runway without excessive maneuvering, without exceeding the normal operating limits of the airplane, and without exceeding 30° of bank.

Elements related to the pilot’s responsibilities, and the environmental, operational, and meteorological factors that affect landing from a straight-in or circling approach.

Airport signs, markings, and lighting, including approach lighting systems.

Appropriate landing profiles and aircraft configurations.

Attempting to land from an unstable approach.

Flying below the glidepath.

Transitioning from instrument to visual references for landing.

Aircraft configuration for landing.

Transition at the DA/DH, MDA, or visual descent point (VDP) to a visual flight condition, allowing for safe visual maneuvering and a normal landing.

Adhere to all ATC or evaluator advisories, such as NOTAMs, windshear, wake turbulence, runway surface, and other operational considerations.

Complete the appropriate checklist(s).

Maintain positive airplane control throughout the landing maneuver.

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