Instrument Rating Practical Test

Instrument Rating Practical Test


Instrument Rating Practical Test / Plan Of Action

Here are my guidelines/questions that most FSDOs/FAA Inspectors will ask before they allow you in their office or meet/fly with you. This is due to the Coronavirus of 2020:
“When was the applicant last out of the country?”
“When was the applicant last in contact with any person that has been out of the United States recently (since January 1, 2020)?”
“When were classrooms, briefing rooms, common areas that we would be utilizing last disinfected/sanitized?”
“When was the aircraft last cleaned for the purpose of disinfection and sanitization? How was that completed?”

Both the examiner and the applicant will wear some type of mask during the entire test.

If you are an applicant at a school that has had one or more students test positive, here are the guidelines for a practical test with Harry:
Classroom table must be cleaned with Clorox or alcohol prior to the test.
Mask will be worn at all times.
Hands must be cleaned with hand sanitizer.
Applicant will use their own computer to sign the IACRA application.
Aircraft controls and all knobs, switches, and buttons must be cleaned with Clorox or alcohol before the flight.
Applicant must provide a Covid test report (test must have been within 7 days of the practical test) showing negative results.

Harry has had the antibody test (July 21 2020) and the nasal swab test (July 23 2020). The antibody test was negative as of July 22 2020.


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


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


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

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
January 18, 1911: Lt. Eugene Ely, USN, becomes the first person to successfully land an a/c on a ship when he lands his Curtiss plane on the deck of the armored cruiser Pennsylvania in San Francisco Bay after taking off from Camp Selfridge.