Instrument Rating Practical Test

Instrument Rating Practical Test

Description

Instrument Rating Practical Test / Plan Of Action

Step-by-Step

Once I receive the applicant's information form and PLT codes, send them their scenario



The day of the test:

Verify approval for test in DMS

DMS



Complete Applicant Appointment Information form and have applicant sign each page

Pretest Briefing



My Plan Of Action taken from the ACS



Open the proper ACS/PTS



Open my Questions & Answer page



Pre-flight briefing



Flight Profile to take on flight



The flight test



Post Flight Briefingt



After printing the temporary certificate, Notice of Disapproval, or the Letter of Discontinuance, I will print a copy of this form and have the applicant sign it



PUNCH HOLE IN OLD CERTIFICATE



DPE – AM I PREPARED? SET THE ENVIRONMENT
1. Be on time
2. Physical testing environment: Ensure privacy. Eliminate possible interruptions/ have calls held, etc.
3. Psychological testing environment: Show genuine interest in the applicant. Be polite, courteous, receptive. Manage your prejudices. Keep personal or business problems to yourself

ORAL QUESTIONING
1. Access all levels of learning: rote, understanding, application, correlation. Correlation: should be the objective of aviation instruction.
2. Scenario situations are one of the evaluator’s better tools for more comprehensive testing and will, to the greatest extent practicable, test the applicant’s correlative abilities. Scenarios also aid in evaluating pilot judgment, knowledge, and skill.
3. Characteristics of good oral test questions: reliable, valid, usable, objective, comprehensive, and non- discriminating.
4. Oral questioning may continue throughout the test.



Upon initial contact with the applicant, I will complete the necessary portions of this form and email it to the applicant to have him/her complete it and return it to me. Once I receive this form, I will make the appointment



Once the appointment has been made, I will direct the applicant to this section of my site to download the appropriate scenario



The applicant will also be directed to download and review this Practical Test Checklist from the ACS



On the day of the practical test, the DPE will print this checklist and 2 copies of the endorsement page



Here is my page for the ACS documents



Here is my question and answer page



When the applicant is with you for the practical test and they are reviewing the online 8710, you the examiner should take control and be sure that the applicant accepts each page and does not just close each page. This is very important. Take control of this and guide the applicant through this process.

Print the Knowledge Test from IACRA and compare the numbers with the original.

After reviewing the 8710 in IACRA, you have a chance to return the 8710 to the applicant to correct any issues.

Have the applicant sign a printed 8710 in front of you. This is for your file.

In IACRA, explain in detail in the remarks/comments section any special issues. Also in this section you can explain exactly why an applicant failed so that the next examiner has the details.

You can start each checkride with the PAVE and I'M SAFE checklist.

At the completion of the checkride, the DPE will keep the original test results. You return the original only if you discontinue the test or the applicant fails the test.


Flight Profile:

Preflight Procedures
ATC Clearance (actual or simulated)
Intercepting and tracking a VOR radial (to/from)
Comply with a departure or arrival procedure
Non-precision appch (notes below) - at KDMW, KFDK, KTHV, KGAI, or KHGR
Approach with holding - at KDMW, KFDK, KTHV, KGAI, or KHGR
Partial panel appch - at KDMW, KFDK, KTHV, KGAI, or KHGR
Precision approach - at KDMW, KFDK, KTHV, KGAI, or KHGR
Missed approach - at KDMW, KFDK, KTHV, KGAI, or KHGR
Circling approach - at KDMW, KFDK, KTHV, KGAI, or KHGR
Landing from inst appch - at KDMW, KFDK, KTHV, KGAI, or KHGR
Emergency operations (loss of communications)
Unusual attitudes *** See note below

Recovery procedures



Post flight procedures

Flight Profile notes:

***A stabilized approach is characterized by a constant angle, constant rate of descent approach profile ending near the touchdown point, where the landing maneuver begins.

***Localizer performance with vertical guidance (LPV) minimums with a decision altitude (DA) greater than 300 feet height above touchdown (HAT) may be used as a nonprecision approach; however, due to the precision of its glidepath and localizer-like lateral navigation characteristics, an LPV minimums approach can be used to demonstrate precision approach proficiency if the DA is equal to or less than 300 feet HAT.

***The evaluator will select nonprecision approaches representative of the type that the applicant is likely to use. The choices must use at least two different types of navigational aids.

***Examples of acceptable nonprecision approaches include: VOR, VOR/DME, LOC procedures on an ILS, LDA, RNAV (RNP) or RNAV (GPS) to LNAV, LNAV/VNAV or LPV line of minima as long as the LPV DA is greater than 300 feet HAT. The equipment must be installed and the database must be current and qualified to fly GPS-based approaches.

***The applicant must accomplish at least two nonprecision approaches in simulated or actual weather conditions.
• One must include a procedure turn or, in the case of a GPS-based approach, a Terminal Arrival Area (TAA) procedure.
• At least one 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 purposes of this Task.
• One is expected to be flown with reference to backup or partial panel instrumentation or navigation display, depending on the aircraft’s instrument avionics configuration, representing the failure mode(s) most realistic for the equipment used.

***The evaluator has discretion to have the applicant perform a landing or a missed approach at the completion of each non precision approach.


***The applicant must accomplish a precision approach to the decision altitude (DA) using aircraft navigational equipment for centerline and vertical guidance in simulated or actual instrument conditions. Acceptable instrument approaches for this part of the practical test are the ILS and GLS. In addition, if the installed equipment and database is current and qualified for IFR flight and approaches to LPV minima, an LPV minima approach can be flown to demonstrate precision approach proficiency if the LPV DA is equal to or less than 300 feet HAT.

***The evaluator has discretion to have the applicant perform a landing or a missed approach at the completion of the precision approach.

Continuous Descent Final Approach guidance



***** Unusual attitude recovery >>>>>In moderate unusual attitudes, the pilot can normally
reorient by establishing a level flight indication on the
attitude indicator. However, the pilot should not depend on
this instrument if the attitude indicator is the spillable type,
because its upset limits may have been exceeded or it may
have become inoperative due to mechanical malfunction.
If it is the nonspillable-type instrument and is operating
properly, errors up to 5 degrees of pitch-and-bank may result
and its indications are very difficult to interpret in extreme
attitudes. As soon as the unusual attitude is detected, the
recommended recovery procedures stated in the POH/AFM
should be initiated. If there are no recommended procedures
stated in the POH/AFM, the recovery should be initiated by
reference to the ASI, altimeter, VSI, and turn coordinator.


PracticalTest PlasticCertificate
Detailed Information
Detailed Description
Have the applicant bring a paper copy of the 8710 form signed by his/her instructor. For a practical test inside the 24 hour notification window, it is ok to do the test - the FAA will approve it when they have time. As the DPE you will not be able to do the post activity report until the FAA approves the test.
Today in Aviation History
February 26, 1952: North American test pilot George Smith becomes the first person to survive a supersonic ejection. During a test flight the controls of a production F-100A Super Sabre lock and the plane enters a near vertical dive. At an altitude of 6000 ft at Mach 1.05 (675 mph), Smith ejects. He experiences a peak 64 g from wind-drag deceleration and spends .29 sec above 20 g. Smith immediate lost consciousness and his chute deploys but with 1/3 of its panels ripped. Gravely injured he lands in the Pacific where a fishing boat finds him. Smith recovers after a long convalescence and returns to testing high performance a/c.