The new Instrument Rating PTS

There seems to be a lot of questions regarding the new instrument rating
PTS. Although it was published in April, it does not take effect until
October. The purpose of the new PTS is to incorporate advanced technology
such as electronic flight displays and GPS into the program.

The "Aircraft and Equipment Required for the Practical Test" has been
revised. It now states that if the aircraft is equipped with an electronic
flight display that failure of either portions of it or the entire display
will be tested if there are backup instruments available. If the aircraft
has an autopilot and/or FMS, at least one of the nonprecision approaches
must be flown using that equipment. If the aircraft has an IFR capable GPS,
at least one of the approaches must be a GPS approach.

The explanatory material also says that Area of Operation IV "Flight by
Reference to Instruments" must include flight by reference to both primary
and backup instruments and that one nonprecision approach must be flown by
reference to the backup instruments, if any.

All right, to the tasks themselves:

All of the tasks have been re-written to replace references to advisory
circulars with references to the appropriate handbook. They also have been
re-written to say things like +/- 10 degrees instead of "within 10."
References to radio communications and radio navigation have been replaced
with just "communications" and "navigation." All references to SIDs have
been replaced with DPs.

Area I no longer requires the applicant to use or be familiar with certain
charts.

Area II requires the applicant to be familiar with the flight systems and
operating requirements of the electronic flight display and the FMS. The
applicant has to also preflight and check the electronic flight display,
traffic awareness/warning/avoidance system, terrain
awareness/warning/avoidance system, FMS, and autopilot.

Area III has only the language changes previously mentioned.

Area IV deletes the tasks for timed turns to compass headings, steep turns,
and all other tasks except Task A: Basic Instrument Maneuvers and Task B:
Recovery From Unusual Flight Attitudes.

Area V has mostly the language changes previously mentioned.

Area VI deleted all the old Examiner notes and has a new one that says at
least one nonprecision approach must be flown without the use of the
autopilot (but you can still use the yaw damper and flight director) and
without the use of radar vectors and that approaches should be selected on
the basis of those the applicant is most likely to use. One of the
approaches must include a procedure turn or a Terminal Arrival Area
procedure if you are using an RNAV approach. References to radials have been
replaced with references to courses.

The precision approach is no longer required to be an ILS.

The applicant is supposed to demonstrate knowledge of the differences
between nonprecision approaches (NPA), approaches with vertical guidance
(APV), and precision approaches (PA). However, there appears to be no
requirement to fly an APV even if the aircraft is equipped to do so.

Area VII is again mostly just clarifications and language changes. Note that
the requirement for partial panel flight with the electronic flight display
is not located here, but on page 7 of the explanatory material.

Area VIII is changed only slightly, as are the charts in the back.



--
Christopher J. Campbell
World Famous Flight Instructor
Port Orchard, WA


If you go around beating the Bush, don't complain if you rile the animals.

The applicant is supposed to demonstrate knowledge of the differences
between nonprecision approaches (NPA), approaches with vertical guidance
(APV), and precision approaches (PA). However, there appears to be no
requirement to fly an APV even if the aircraft is equipped to do so.


That's new to me. What is the difference between an APV and a PA? I thought
"precision" meant "with vertical guidance". (never much agreed though)

Jose

--
(for Email, make the obvious changes in my address)

"C J Campbell" wrote in
:



Area I no longer requires the applicant to use or be familiar with
certain charts.


What charts are no longer required? I looked at the new and old PTS and
could not find any difference.

"Teacherjh" wrote in message
...

The applicant is supposed to demonstrate knowledge of the differences
between nonprecision approaches (NPA), approaches with vertical guidance
(APV), and precision approaches (PA). However, there appears to be no
requirement to fly an APV even if the aircraft is equipped to do so.


That's new to me. What is the difference between an APV and a PA? I
thought
"precision" meant "with vertical guidance". (never much agreed though)

Precision approaches are provided for under ICAO 10, whereas APV approaches
are addressed in ICAO 6. According to AIM, an APV is an approach with
lateral precision, but which is not precise enough vertically to be called a
precision approach. An APV may provide glideslope information, but to higher
minimums than a precision approach. An LNAV/VNAV, LNAV, and LPV approach are
all APV approaches. Salem, OR, for example, has an RNAV GPS approach with
LPV (ch. 38000). Flying these approaches is considerably different from what
most of us are used to. The approach plates contain all kinds of different
information (the ch. 38000, for example) and the approaches themselves have
different rules about how they are flown.

The WAAS GPS used to fly these approaches also behaves differently from an
ordinary approach certified GPS. The terminology is even different. The FAF
becomes the FAWP and the MAP becomes the MAWP. The WAAS unit, unlike GPS,
automatically cycles to the next waypoint at the MAWP. Also unlike GPS,
inside the FAWP the WAAS does not show linear course deflection but angular
course deflection like a localizer, becoming more sensitive as you get
closer -- to a point. Then it switches to linear course deflection when the
total course width becomes 350 feet wide (that would be one dot deflection
equals 35 feet), whereas the width of the localizer course at the approach
end of the runway is dependent on runway length. Also, on long final
approach segments the course deflection is linear when that is more accurate
than the angular deflection that would be provided by a localizer when you
are still a long way from the airport. The WAAS scale also differs
considerably from that of GPS on the missed approach.

"Andrew Sarangan" wrote in message
. 158...
"C J Campbell" wrote in
:



Area I no longer requires the applicant to use or be familiar with
certain charts.


What charts are no longer required? I looked at the new and old PTS and
could not find any difference.

The old item i is missing, but I forget exactly what it says.

Teacherjh wrote:


The applicant is supposed to demonstrate knowledge of the differences
between nonprecision approaches (NPA), approaches with vertical guidance
(APV), and precision approaches (PA). However, there appears to be no
requirement to fly an APV even if the aircraft is equipped to do so.


Baro VNAV and LPV are both APVs, but do not meet the precision of an ILS. This
is academic for light aircraft at this time, because no approach-capable GPS
installed in light aircraft these days can do either; they can only do LNAV
(non-precision).

C J Campbell wrote:

All of the tasks have been re-written to replace references to advisory
circulars with references to the appropriate handbook. They also have been
re-written to say things like +/- 10 degrees instead of "within 10."
References to radio communications and radio navigation have been replaced
with just "communications" and "navigation." All references to SIDs have
been replaced with DPs.


They are always a day late and a dollar short. ATC DPs were changed back to
SIDs over a year ago. Only obstacle DPs are still DPs (aka ODPs).

According to AIM, an APV is an approach with
lateral precision, but which is not precise enough vertically to be called
a
precision approach.

I disagree with you on that one. LPV has lateral precision with vertical
guidance, hence the name.
Some APV approaches do not have lateral precision.