Oscar Sigl – FLY8MA Online Flight Training

ACS Written Test codes for Instrument Pilot FAA Written Test Results

Oscar Sigl — Mon, 26 Jul 2021 09:02:45 +0000

Below are the ACS codes (formerly known as PLT codes) that you will find on your FAA written test results. If you missed any questions on your Instrument FAA written exam (most people do!) you will have a few of these codes listed on your computer test report.

While the FAA dosen’t tell us exactly which questions we missed, they do give us the ACS question codes that are directly associated with the subject area we missed question(s) in.

You can use your browser’s find function to look up ACS error codes in the table below, and click on the subject to the right of that error code to review content associated with that subject.

IR.I.A.K1	Certification requirements, recency of experience, and recordkeeping.
IR.I.A.K2	Privileges and limitations.
IR.I.A.K3	Part 68 BasicMed Privileges and Limitations.
IR.I.B.K1	Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes.
IR.I.B.K2	Acceptable weather products and resources utilized for preflight planning, current and forecast weather for departure and en route operations and arrival phases of flight.
IR.I.B.K3	Meteorology applicable to the departure, en route, alternate, and destination for flights conducted under Instrument Flight Rules (IFR) to include expected climate and hazardous conditions such as:
IR.I.B.K3a	a. Atmospheric composition and stability
IR.I.B.K3b	b. Wind (e.g., crosswind, tailwind, windshear, mountain wave, etc.)
IR.I.B.K3c	c. Temperature
IR.I.B.K3d	d. Moisture/precipitation
IR.I.B.K3e	e. Weather system formation, including air masses and fronts
IR.I.B.K3f	f. Clouds
IR.I.B.K3g	g. Turbulence
IR.I.B.K3h	h. Thunderstorms and microbursts
IR.I.B.K3i	i. Icing and freezing level information
IR.I.B.K3j	j. Fog/mist
IR.I.B.K3k	k. Frost
IR.I.B.K3l	l. Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.)
IR.I.B.K4	Flight deck displays of digital weather and aeronautical information.
IR.I.C.K1	Route planning, including consideration of the available navigational facilities, special use airspace, preferred routes, and alternate airports.
IR.I.C.K2	Altitude selection accounting for terrain and obstacles, glide distance of airplane, IFR cruising altitudes, effect of wind, and oxygen requirements.
IR.I.C.K3	Calculating:
IR.I.C.K3a	a. Time, climb and descent rates, course, distance, heading, true airspeed, and groundspeed
IR.I.C.K3b	b. Estimated time of arrival to include conversion to universal coordinated time (UTC)
IR.I.C.K3c	c. Fuel requirements, to include reserve
IR.I.C.K4	Elements of an IFR flight plan.
IR.I.C.K5	Procedures for activating and closing an IFR flight plan in controlled and uncontrolled airspace.
IR.II.A.K1	The general operational characteristics and limitations of applicable anti-icing and deicing systems, including airframe, propeller, intake, fuel, and pitot-static systems.
IR.II.B.K1	Operation of their airplane’s applicable flight instrument system(s) including:
IR.II.B.K1a	a. Pitot-static instrument system: altimeter, airspeed indicator, vertical speed indicator
IR.II.B.K1b	b. Gyroscopic/electric/vacuum instrument system: attitude indicator, heading indicator, turn-and-slip indicator/turn coordinator
IR.II.B.K1c	c. Electrical systems, electronic flight instrument displays (PFD, MFD), transponder, and ADS-B
IR.II.B.K1d	d. Magnetic compass
IR.II.B.K2	Operation of their airplane’s applicable navigation system(s) including:
IR.II.B.K2a	a. VOR, DME, ILS, marker beacon receiver/indicators
IR.II.B.K2b	b. RNAV, GPS, Wide Area Augmentation System (WAAS), FMS, autopilot
IR.II.C.K1	Purpose of performing an instrument flight deck check and how to detect possible defects.
IR.II.C.K2	IFR airworthiness, to include airplane inspection requirements and required equipment for IFR flight.
IR.II.C.K3	Required procedures, documentation, and limitations of flying with inoperative equipment.
IR.III.A.K1	Elements and procedures related to ATC clearances and pilot/controller responsibilities for departure, en route, and arrival phases of flight including clearance void times.
IR.III.A.K2	PIC emergency authority.
IR.III.A.K3	Lost communication procedures and procedures for flights outside of radar environments.
IR.III.B.K1	Elements related to holding procedures, including reporting criteria, appropriate speeds, and recommended entry procedures for standard, nonstandard, published, and nonpublished holding patterns.
IR.IV.A.K1	Elements related to attitude instrument flying during straight-and-level flight, climbs, turns, and descents while conducting various instrument flight procedures.
IR.IV.A.K2	Interpretation, operation, and limitations of pitch, bank, and power instruments.
IR.IV.A.K3	Normal and abnormal instrument indications and operations.
IR.IV.B.K1	Procedures for recovery from unusual flight attitudes.
IR.IV.B.K2	Unusual flight attitude causal factors, including physiological factors, system and equipment failures, and environmental factors.
IR.V.A.K1	Ground-based navigation (orientation, course determination, equipment, tests and regulations) including procedures for intercepting and tracking courses and arcs.
IR.V.A.K2	Satellite-based navigation (orientation, course determination, equipment, tests and regulations, interference, appropriate use of databases, RAIM, and WAAS) including procedures for intercepting and tracking courses and arcs.
IR.V.B.K1	Elements related to ATC routes, including departure procedures (DPs) and associated climb gradients; arrival procedures (STARs) and associated constraints.
IR.V.B.K2	Pilot/controller responsibilities, communication procedures, and ATC services available to pilots.
IR.VI.A.K1	Procedures and limitations associated with a nonprecision approach, including the differences between Localizer Performance (LP) and Lateral Navigation (LNAV) approach guidance.
IR.VI.A.K2	Navigation system annunciations expected during an RNAV approach.
IR.VI.A.K3	Ground-based and satellite-based navigation systems used for a nonprecision approach.
IR.VI.A.K4	A stabilized approach, to include energy management concepts.
IR.VI.B.K1	Procedures and limitations associated with a precision approach, including determining required descent rates and adjusting minimums in the case of inoperative equipment.
IR.VI.B.K2	Navigation system displays, annunciations, and modes of operation.
IR.VI.B.K3	Ground-based and satellite-based navigation (orientation, course determination, equipment, tests and regulations, interference, appropriate use of navigation data, signal integrity)
IR.VI.B.K4	A stabilized approach, to include energy management concepts
IR.VI.C.K1	Elements related to missed approach procedures and limitations associated with standard instrument approaches, including while using an FMS or autopilot, if equipped.
IR.VI.D.K1	Elements related to circling approach procedures and limitations including approach categories and related airspeed restrictions.
IR.VI.E.K1	Elements related to the pilot’s responsibilities, and the environmental, operational, and meteorological factors that affect landing from a straight-in or circling approach.
IR.VI.E.K2	Airport signs, markings and lighting, to include approach lighting systems.
IR.VII.A.K1	Procedures to follow in the event of lost communication during various phases of flight, including techniques for reestablishing communications, when it is acceptable to deviate from an IFR clearance, and when to begin an approach at the destination.
IR.VII.B.K1	Procedures used if engine failure occurs during straight-and-level flight and turns while on instruments.
IR.VII.C.K1	Instrument approach procedures with one engine inoperative.
IR.VII.D.K1	Recognizing if primary flight instruments are inaccurate or inoperative, and advising ATC or the evaluator.
IR.VII.D.K2	Common failure modes of vacuum and electric attitude instruments and how to correct or minimize the effect of their loss.
IR.VIII.A.K1	Procedures for checking the functionality of all installed instruments and navigation equipment.

ACS Written Test codes for Private Pilot FAA Written Test Results

Oscar Sigl — Mon, 19 Jul 2021 09:06:32 +0000

Below are the ACS codes (formerly known as PLT codes) that you will find on your Private Pilot FAA written test results. If you missed any questions on your FAA written exam (most folks do!) you will have a few of these codes listed on your computer test report.

While the FAA doesn’t tell you exactly which questions you got wrong, the ACS error codes listed on your test results directly correlate to certain subject areas. You can use your browser’s find function to look up an error code in the table below, and click on the subject area to review associated content.

ACS Code	Knowledge
PA.I.A.K1	Certification requirements, recent flight experience, and recordkeeping.
PA.I.A.K2	Privileges and limitations.
PA.I.A.K3	Medical certificates: class, expiration, privileges, temporary disqualifications.
PA.I.A.K4	Documents required to exercise private pilot privileges.
PA.I.A.K5	Part 68 BasicMed privileges and limitations.
PA.I.B.K1	General airworthiness requirements and compliance for airplanes, including:
PA.I.B.K1a	a. Certificate location and expiration dates
PA.I.B.K1b	b. Required inspections and airplane logbook documentation
PA.I.B.K1c	c. Airworthiness Directives and Special Airworthiness Information Bulletins
PA.I.B.K1d	d. Purpose and procedure for obtaining a special flight permit
PA.I.B.K2	Pilot-performed preventive maintenance.
PA.I.B.K3	Equipment requirements for day and night VFR flight, to include:
PA.I.B.K3a	a. Flying with inoperative equipment
PA.I.B.K3b	b. Using an approved Minimum Equipment List (MEL)
PA.I.B.K3c	c. Kinds of Operation Equipment List (KOEL)
PA.I.B.K3d	d. Required discrepancy records or placards
PA.I.C.K1	Sources of weather data (e.g., National Weather Service, Flight Service) for flight planning purposes.
PA.I.C.K2	Acceptable weather products and resources required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight.
PA.I.C.K3	Meteorology applicable to the departure, en route, alternate, and destination under VFR in Visual Meteorological Conditions (VMC) to include expected climate and hazardous conditions such as:
PA.I.C.K3a	a. Atmospheric composition and stability
PA.I.C.K3b	b. Wind (e.g., crosswind, tailwind, windshear, mountain wave, etc.)
PA.I.C.K3c	c. Temperature
PA.I.C.K3d	d. Moisture/precipitation
PA.I.C.K3e	e. Weather system formation, including air masses and fronts
PA.I.C.K3f	f. Clouds
PA.I.C.K3g	g. Turbulence
PA.I.C.K3h	h. Thunderstorms and microbursts
PA.I.C.K3i	i. Icing and freezing level information
PA.I.C.K3j	j. Fog/mist
PA.I.C.K3k	k. Frost
PA.I.C.K3l	l. Obstructions to visibility (e.g., smoke, haze, volcanic ash, etc.)
PA.I.C.K4	Flight deck displays of digital weather and aeronautical information.
PA.I.D.K1	Route planning, including consideration of different classes and special use airspace (SUA) and selection of appropriate and available navigation/communication systems and facilities.
PA.I.D.K2	Altitude selection accounting for terrain and obstacles, glide distance of the airplane, VFR cruising altitudes, and the effect of wind.
PA.I.D.K3	Calculating:
PA.I.D.K3a	a. Time, climb and descent rates, course, distance, heading, true airspeed, and groundspeed
PA.I.D.K3b	b. Estimated time of arrival to include conversion to universal coordinated time (UTC)
PA.I.D.K3c	c. Fuel requirements, to include reserve
PA.I.D.K4	Elements of a VFR flight plan.
PA.I.D.K5	Procedures for activating and closing a VFR flight plan.
PA.I.E.K1	Types of airspace/airspace classes and associated requirements and limitations.
PA.I.E.K2	Charting symbology.
PA.I.E.K3	Special use airspace (SUA), special flight rules areas (SFRA), temporary flight restrictions (TFR), and other airspace areas.
PA.I.F.K1	Elements related to performance and limitations by explaining the use of charts, tables, and data to determine performance.
PA.I.F.K2	Factors affecting performance, to include:
PA.I.F.K2a	a. Atmospheric conditions
PA.I.F.K2b	b. Pilot technique
PA.I.F.K2c	c. Airplane configuration
PA.I.F.K2d	d. Airport environment
PA.I.F.K2e	e. Loading (e.g., center of gravity)
PA.I.F.K2f	f. Weight and balance
PA.I.F.K3	Aerodynamics.
PA.I.G.K1	Airplane systems, to include: (Note: If K1 is selected, the evaluator must assess the applicant’s knowledge of at least three of the following sub-elements.)
PA.I.G.K1a	a. Primary flight controls
PA.I.G.K1b	b. Secondary flight controls
PA.I.G.K1c	c. Powerplant and propeller
PA.I.G.K1d	d. Landing gear
PA.I.G.K1e	e. Fuel, oil, and hydraulic
PA.I.G.K1f	f. Electrical
PA.I.G.K1g	g. Avionics
PA.I.G.K1h	h. Pitot-static, vacuum/pressure, and associated flight instruments
PA.I.G.K1i	i. Environmental
PA.I.G.K1j	j. Deicing and anti-icing
PA.I.G.K1k	k. Water rudders (ASES, AMES)
PA.I.G.K1l	l. Oxygen system
PA.I.G.K2	Indications of and procedures for managing system abnormalities or failures.
PA.I.H.K1	The symptoms (as applicable), recognition, causes, effects, and corrective actions associated with aeromedical and physiological issues including:
PA.I.H.K1a	a. Hypoxia
PA.I.H.K1b	b. Hyperventilation
PA.I.H.K1c	c. Middle ear and sinus problems
PA.I.H.K1d	d. Spatial disorientation
PA.I.H.K1e	e. Motion sickness
PA.I.H.K1f	f. Carbon monoxide poisoning
PA.I.H.K1g	g. Stress
PA.I.H.K1h	h. Fatigue
PA.I.H.K1i	i. Dehydration and nutrition
PA.I.H.K1j	j. Hypothermia
PA.I.H.K1k	k. Optical illusions
PA.I.H.K1l	l. Dissolved nitrogen in the bloodstream after scuba dives
PA.I.H.K2	Regulations regarding use of alcohol and drugs.
PA.I.H.K3	Effects of alcohol, drugs, and over-the-counter medications.
PA.I.H.K4	Aeronautical Decision-Making (ADM).
PA.I.I.K1	The characteristics of a water surface as affected by features, such as:
PA.I.I.K1a	a. Size and location
PA.I.I.K1b	b. Protected and unprotected areas
PA.I.I.K1c	c. Surface wind
PA.I.I.K1d	d. Direction and strength of water current
PA.I.I.K1e	e. Floating and partially submerged debris
PA.I.I.K1f	f. Sandbars, islands, and shoals
PA.I.I.K1g	g. Vessel traffic and wakes
PA.I.I.K1h	h. Other characteristics specific to the area
PA.I.I.K2	Float and hull construction, and its effect on seaplane performance.
PA.I.I.K3	Causes of porpoising and skipping, and the pilot action needed to prevent or correct these occurrences.
PA.I.I.K4	How to locate and identify seaplane bases on charts or in directories.
PA.I.I.K5	Operating restrictions at various bases.
PA.I.I.K6	Right-of-way, steering, and sailing rules pertinent to seaplane operation.
PA.I.I.K7	Marine navigation aids, such as buoys, beacons, lights, sound signals, and range markers.
PA.II.A.K1	Pilot self-assessment.
PA.II.A.K2	Determining that the airplane to be used is appropriate and airworthy.
PA.II.A.K3	Airplane preflight inspection including:
PA.II.A.K3a	a. Which items must be inspected
PA.II.A.K3b	b. The reasons for checking each item
PA.II.A.K3c	c. How to detect possible defects
PA.II.A.K3d	d. The associated regulations
PA.II.A.K4	Environmental factors including weather, terrain, route selection, and obstructions.
PA.II.B.K1	Passenger briefing requirements, to include operation and required use of safety restraint systems.
PA.II.B.K2	Use of appropriate checklists.
PA.II.B.K3	Requirements for current and appropriate navigation data.
PA.II.C.K1	Starting under various conditions.
PA.II.C.K2	Starting the engine(s) by use of external power.
PA.II.C.K3	Engine limitations as they relate to starting.
PA.II.D.K1	Current airport aeronautical references and information resources such as the Chart Supplement, airport diagram, and NOTAMS.
PA.II.D.K2	Taxi instructions/clearances.
PA.II.D.K3	Airport markings, signs, and lights.
PA.II.D.K4	Visual indicators for wind.
PA.II.D.K5	Aircraft lighting.
PA.II.D.K6	Procedures for:
PA.II.D.K6a	a. Appropriate flight deck activities prior to taxi, including route planning and identifying the location of Hot Spots
PA.II.D.K6b	b. Radio communications at towered and nontowered airports
PA.II.D.K6c	c. Entering or crossing runways
PA.II.D.K6d	d. Night taxi operations
PA.II.D.K6e	e. Low visibility taxi operations
PA.II.E.K1	Airport information resources including Chart Supplements, airport diagram, and appropriate references.
PA.II.E.K2	Taxi instructions/clearances.
PA.II.E.K3	Airport/seaplane base markings, signs, and lights.
PA.II.E.K4	Visual indicators for wind.
PA.II.E.K5	Airplane lighting.
PA.II.E.K6	Procedures for:
PA.II.E.K6a	a. Appropriate flight deck activities during taxiing or sailing
PA.II.E.K6b	b. Radio communications at towered and nontowered seaplane bases
PA.II.F.K1	Purpose of pre-takeoff checklist items including:
PA.II.F.K1a	a. Reasons for checking each item
PA.II.F.K1b	b. Detecting malfunctions
PA.II.F.K1c	c. Ensuring the airplane is in safe operating condition as recommended by the manufacturer
PA.III.A.K1	How to obtain proper radio frequencies.
PA.III.A.K2	Proper radio communication procedures and ATC phraseology.
PA.III.A.K3	ATC light signal recognition.
PA.III.A.K4	Appropriate use of transponders.
PA.III.A.K5	Lost communication procedures.
PA.III.A.K6	Equipment issues that could cause loss of communication.
PA.III.A.K7	Radar assistance.
PA.III.A.K8	National Transportation Safety Board (NTSB) accident/incident reporting.
PA.III.A.K9	Runway Status Lighting Systems.
PA.III.B.K1	Towered and nontowered airport operations.
PA.III.B.K2	Runway selection for the current conditions.
PA.III.B.K3	Right-of-way rules.
PA.III.B.K4	Use of automated weather and airport information.
PA.IV.A.K1	Effects of atmospheric conditions, including wind, on takeoff and climb performance.
PA.IV.A.K2	V_X and V_Y
PA.IV.A.K3	Appropriate airplane configuration.
PA.IV.B.K1	A stabilized approach, to include energy management concepts.
PA.IV.B.K2	Effects of atmospheric conditions, including wind, on approach and landing performance.
PA.IV.B.K3	Wind correction techniques on approach and landing.
PA.IV.C.K1	Effects of atmospheric conditions, including wind, on takeoff and climb performance.
PA.IV.C.K2	V_X and V_Y
PA.IV.C.K3	Appropriate airplane configuration.
PA.IV.C.K4	Ground effect.
PA.IV.C.K5	Importance of weight transfer from wheels to wings.
PA.IV.C.K6	Left turning tendencies.
PA.IV.D.K1	A stabilized approach, to include energy management concepts.
PA.IV.D.K2	Effects of atmospheric conditions, including wind, on approach and landing performance.
PA.IV.D.K3	Wind correction techniques on approach and landing.
PA.IV.E.K1	Effects of atmospheric conditions, including wind, on takeoff and climb performance.
PA.IV.E.K2	V_X and V_Y
PA.IV.E.K3	Appropriate airplane configuration.
PA.IV.F.K1	A stabilized approach, to include energy management concepts.
PA.IV.F.K2	Effects of atmospheric conditions, including wind, on approach and landing performance.
PA.IV.F.K3	Wind correction techniques on approach and landing.
PA.IV.G.K1	Effects of atmospheric conditions, including wind, on takeoff and climb performance.
PA.IV.G.K2	V_X and V_Y
PA.IV.G.K3	Appropriate airplane configuration.
PA.IV.G.K4	Effects of water surface.
PA.IV.H.K1	A stabilized approach, to include energy management concepts.
PA.IV.H.K2	Effects of atmospheric conditions, including wind, on approach and landing performance.
PA.IV.H.K3	Wind correction techniques on approach and landing.
PA.IV.I.K1	Effects of atmospheric conditions, including wind, on takeoff and climb performance.
PA.IV.I.K2	V_X and V_Y
PA.IV.I.K3	Appropriate airplane configuration.
PA.IV.I.K4	Appropriate use of glassy water takeoff and climb technique.
PA.IV.J.K1	A stabilized approach, to include energy management concepts.
PA.IV.J.K2	Effects of atmospheric conditions on approach and landing performance.
PA.IV.J.K3	When and why glassy water techniques are used.
PA.IV.J.K4	How a glassy water approach and landing is executed.
PA.IV.K.K1	Effects of atmospheric conditions, including wind, on takeoff and climb performance.
PA.IV.K.K2	V_X and V_Y
PA.IV.K.K3	Appropriate airplane configuration.
PA.IV.K.K4	Appropriate use of rough water takeoff and climb technique.
PA.IV.L.K1	A stabilized approach, to include energy management concepts.
PA.IV.L.K2	Effects of atmospheric conditions, including wind, on approach and landing performance.
PA.IV.L.K3	Wind correction techniques on approach and landing.
PA.IV.L.K4	When and why rough water techniques are used.
PA.IV.L.K5	How a rough water approach and landing is executed.
PA.IV.M.K1	Concepts of energy management during a forward slip approach.
PA.IV.M.K2	Effects of atmospheric conditions, including wind, on approach and landing performance.
PA.IV.M.K3	Wind correction techniques during forward slip.
PA.IV.M.K4	When and why a forward slip approach is used during an approach.
PA.IV.N.K1	A stabilized approach, to include energy management concepts.
PA.IV.N.K2	Effects of atmospheric conditions, including wind and density altitude on a go-around or rejected landing.
PA.IV.N.K3	Wind correction techniques on takeoff/departure and approach/landing.
PA.V.A.K1	Purpose of steep turns.
PA.V.A.K2	Aerodynamics associated with steep turns, to include:
PA.V.A.K2a	a. Coordinated and uncoordinated flight
PA.V.A.K2b	b. Overbanking tendencies
PA.V.A.K2c	c. Maneuvering speed, including the impact of weight changes
PA.V.A.K2d	d. Load factor and accelerated stalls
PA.V.A.K2e	e. Rate and radius of turn
PA.V.B.K1	Purpose of ground reference maneuvers.
PA.V.B.K2	Effects of wind on ground track and relation to a ground reference point.
PA.V.B.K3	Effects of bank angle and groundspeed on rate and radius of turn.
PA.V.B.K4	Relationship of rectangular course to airport traffic pattern.
PA.VI.A.K1	Pilotage and dead reckoning.
PA.VI.A.K2	Magnetic compass errors.
PA.VI.A.K3	Topography.
PA.VI.A.K4	Selection of appropriate:
PA.VI.A.K4a	a. Route
PA.VI.A.K4b	b. Altitude(s)
PA.VI.A.K4c	c. Checkpoints
PA.VI.A.K5	Plotting a course, to include:
PA.VI.A.K5a	a. Determining heading, speed, and course
PA.VI.A.K5b	b. Wind correction angle
PA.VI.A.K5c	c. Estimating time, speed, and distance
PA.VI.A.K5d	d. True airspeed and density altitude
PA.VI.A.K6	Power setting selection.
PA.VI.A.K7	Planned versus actual flight plan calculations and required corrections.
PA.VI.B.K1	Ground-based navigation (orientation, course determination, equipment, tests, and regulations).
PA.VI.B.K2	Satellite-based navigation (e.g., equipment, regulations, database considerations, and limitations of satellite navigation).
PA.VI.B.K3	Radar assistance to VFR aircraft (e.g., operations, equipment, available services, traffic advisories).
PA.VI.B.K4	Transponder (Mode(s) A, C, and S).
PA.VI.C.K1	Selecting an alternate destination.
PA.VI.C.K2	Situations that require deviations from flight plan or ATC instructions.
PA.VI.D.K1	Methods to determine position.
PA.VI.D.K2	Assistance available if lost (e.g., radar services, communication procedures).
PA.VII.A.K1	Aerodynamics associated with slow flight in various airplane configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, airplane weight and center of gravity, airplane attitude, and yaw effects.
PA.VII.B.K1	Aerodynamics associated with stalls in various airplane configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, airplane weight and center of gravity, airplane attitude, and yaw effects.
PA.VII.B.K2	Stall characteristics (i.e., airplane design) and impending stall and full stall indications (i.e., how to recognize by sight, sound, or feel).
PA.VII.B.K3	Factors and situations that can lead to a power-off stall and actions that can be taken to prevent it.
PA.VII.B.K4	Fundamentals of stall recovery.
PA.VII.C.K1	Aerodynamics associated with stalls in various airplane configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, airplane weight and center of gravity, airplane attitude, and yaw effects.
PA.VII.C.K2	Stall characteristics (i.e., airplane design) and impending stall and full stall indications (i.e., how to recognize by sight, sound, or feel).
PA.VII.C.K3	Factors and situations that can lead to a power-on stall and actions that can be taken to prevent it.
PA.VII.C.K4	Fundamentals of stall recovery.
PA.VII.D.K1	Aerodynamics associated with spins in various airplane configurations, to include the relationship between angle of attack, airspeed, load factor, power setting, airplane weight and center of gravity, airplane attitude, and yaw effects.
PA.VII.D.K2	What causes a spin and how to identify the entry, incipient, and developed phases of a spin.
PA.VII.D.K3	Spin recovery procedure.
PA.VIII.A.K1	Flight instruments as related to:
PA.VIII.A.K1a	a. Sensitivity, limitations, and potential errors in unusual attitudes
PA.VIII.A.K1b	b. Correlation (pitch instruments/bank instruments)
PA.VIII.A.K1c	c. Function and operation
PA.VIII.A.K1d	d. Proper instrument cross-check techniques
PA.VIII.B.K1	Flight instruments as related to:
PA.VIII.B.K1a	a. Sensitivity, limitations, and potential errors in unusual attitudes
PA.VIII.B.K1b	b. Correlation (pitch instruments/bank instruments)
PA.VIII.B.K1c	c. Function and operation
PA.VIII.B.K1d	d. Proper instrument cross-check techniques
PA.VIII.C.K1	Flight instruments as related to:
PA.VIII.C.K1a	a. Sensitivity, limitations, and potential errors in unusual attitudes
PA.VIII.C.K1b	b. Correlation (pitch instruments/bank instruments)
PA.VIII.C.K1c	c. Function and operation
PA.VIII.C.K1d	d. Proper instrument cross-check techniques
PA.VIII.D.K1	Flight instruments as related to:
PA.VIII.D.K1a	a. Sensitivity, limitations, and potential errors in unusual attitudes
PA.VIII.D.K1b	b. Correlation (pitch instruments/bank instruments)
PA.VIII.D.K1c	c. Function and operation
PA.VIII.D.K1d	d. Proper instrument cross-check techniques
PA.VIII.E.K1	Flight instruments as related to:
PA.VIII.E.K1a	a. Sensitivity, limitations, and potential errors in unusual attitudes
PA.VIII.E.K1b	b. Correlation (pitch instruments/bank instruments)
PA.VIII.E.K1c	c. Function and operation
PA.VIII.E.K1d	d. Proper instrument cross-check techniques
PA.VIII.F.K1	Operating communications equipment to include identifying and selecting radio frequencies, requesting and following ATC instructions.
PA.VIII.F.K2	Operating navigation equipment to include functions and displays, and following bearings, radials, or courses.
PA.VIII.F.K3	Air traffic control facilities and services.
PA.IX.A.K1	Situations that would require an emergency descent (e.g., depressurization, smoke, or engine fire).
PA.IX.A.K2	Immediate action items and emergency procedures.
PA.IX.A.K3	Airspeed, to include airspeed limitations.
PA.IX.B.K1	Immediate action items and emergency procedures.
PA.IX.B.K2	Airspeed, to include:
PA.IX.B.K2a	a. Importance of best glide speed and its relationship to distance
PA.IX.B.K2b	b. Difference between best glide speed and minimum sink speed
PA.IX.B.K2c	c. Effects of wind on glide distance
PA.IX.B.K3	Effects of atmospheric conditions on emergency approach and landing.
PA.IX.B.K4	A stabilized approach, to include energy management concepts.
PA.IX.B.K5	ELTs and other emergency locating devices.
PA.IX.B.K6	ATC services to aircraft in distress.
PA.IX.C.K1	Partial or complete power loss related to the specific powerplant, including:
PA.IX.C.K1a	a. Engine roughness or overheat
PA.IX.C.K1b	b. Carburetor or induction icing
PA.IX.C.K1c	c. Loss of oil pressure
PA.IX.C.K1d	d. Fuel starvation
PA.IX.C.K2	System and equipment malfunctions specific to the airplane, including:
PA.IX.C.K2a	a. Electrical malfunction
PA.IX.C.K2b	b. Vacuum/pressure and associated flight instrument malfunctions
PA.IX.C.K2c	c. Pitot/static system malfunction
PA.IX.C.K2d	d. Electronic flight deck display malfunction
PA.IX.C.K2e	e. Landing gear or flap malfunction
PA.IX.C.K2f	f. Inoperative trim
PA.IX.C.K3	Smoke/fire/engine compartment fire.
PA.IX.C.K4	Any other system specific to the airplane (e.g., supplemental oxygen, deicing).
PA.IX.C.K5	Inadvertent door or window opening.
PA.IX.D.K1	Emergency Locator Transmitter (ELT) operations, limitations, and testing requirements.
PA.IX.D.K2	Fire extinguisher operations and limitations.
PA.IX.D.K3	Emergency equipment and survival gear needed for:
PA.IX.D.K3a	a. Climate extremes (hot/cold)
PA.IX.D.K3b	b. Mountainous terrain
PA.IX.D.K3c	c. Overwater operations
PA.IX.E.K1	Factors affecting V_MC.
PA.IX.E.K2	V_MC (red line) and V_YSE (blue line).
PA.IX.E.K3	Accelerate/stop distance.
PA.IX.F.K1	Factors affecting V_MC.
PA.IX.F.K2	V_MC (red line), V_YSE (blue line), and V_SSE (safe single-engine speed).
PA.IX.F.K3	Accelerate/stop and accelerate/go distances.
PA.IX.F.K4	How to identify, verify, feather, and secure an inoperative engine.
PA.IX.F.K5	Importance of drag reduction, to include propeller feathering, gear and flap retraction, the manufacturer’s recommended control input and its relation to zero sideslip.
PA.IX.F.K6	Simulated propeller feathering and the evaluator’s zero-thrust procedures and responsibilities.
PA.IX.G.K1	Factors affecting V_MC.
PA.IX.G.K2	V_MC (red line) and V_YSE (blue line).
PA.IX.G.K3	How to identify, verify, feather, and secure an inoperative engine.
PA.IX.G.K4	Importance of drag reduction, to include propeller feathering, gear and flap retraction, and the manufacturer’s recommended flight control input and its relation to zero sideslip.
PA.IX.G.K5	Applicant responsibilities during simulated feathering.
PA.X.A.K1	Factors affecting V_MC.
PA.X.A.K2	V_MC (red line) and V_YSE (blue line).
PA.X.A.K3	How to identify, verify, feather, and secure an inoperative engine.
PA.X.A.K4	Importance of drag reduction, to include propeller feathering, gear and flap retraction, the manufacturer’s recommended flight control input and its relation to zero sideslip.
PA.X.A.K5	Feathering, securing, unfeathering, and restarting.
PA.X.B.K1	Factors affecting V_MC and how V_MC differs from stall speed (V_S).
PA.X.B.K2	V_MC (red line), V_YSE (blue line), and V_SSE (safe single-engine speed).
PA.X.B.K3	Cause of loss of directional control at airspeeds below V_MC.
PA.X.B.K4	Proper procedures for maneuver entry and safe recovery
PA.X.C.K1	Procedures used if engine failure occurs during straight-and-level flight and turns while on instruments.
PA.X.D.K1	Instrument approach procedures with one engine inoperative.
PA.XI.A.K1	Physiological aspects of vision related to night flying.
PA.XI.A.K2	Lighting systems identifying airports, runways, taxiways and obstructions, as well as pilot controlled lighting.
PA.XI.A.K3	Airplane equipment and lighting requirements for night operations.
PA.XI.A.K4	Personal equipment essential for night flight.
PA.XI.A.K5	Night orientation, navigation, and chart reading techniques.
PA.XII.A.K1	Airplane shutdown, securing, and postflight inspection.
PA.XII.A.K2	Documenting in-flight/postflight discrepancies.
PA.XII.B.K1	Mooring.
PA.XII.B.K2	Docking.
PA.XII.B.K3	Anchoring.
PA.XII.B.K4	Beaching/ramping.
PA.XII.B.K5	Postflight inspection, recording of in-flight/postflight discrepancies.

Lost of Comms under IFR

Oscar Sigl — Wed, 21 Apr 2021 23:42:14 +0000

If a loss of communication occurs in IFR conditions, you must continue the flight according to the acronym “AVEenue of FAME”. Let’s go over the components of the acronym:

A: Fly the assigned route as per last ATC clearance received.
V: If being vectored, fly the direct route from point or radio failure to the fix, route, or airway specified in the vector clearance.
E Fly the route that ATC has advised you to expect in a further clearance.
F Fly the route filed on the flight plan.
A Fly your last assigned altitude
M Be aware of minimum altitude (MEA) for IFR operations
E Fly the altitude ATC has told you to expect in a further clearance.

Note that “AVEF” refers to the route, while “AME” refers to altitude.

Once reached, you need to have a plan in place to leave the clearance limit. Be sure not to descend below MEA before being established on the approach.

When experiencing a two-way radio failure, it is your responsibility to select an appropriate altitude for the particular route segment being flown; and to make any necessary altitude adjustments for subsequent segments.

If you have received a “expect further” communication that contains a higher altitude than what is currently being flown at an upcoming waypoint or time, maintain either the last assigned altitude or MEA (whichever is higher) until you reach that time or fix. Climb to the expected altitude upon reaching the time or fix. If the “expect further” communication contains a lower altitude, either the last assigned or MEA should be maintained (whichever is higher) until the time or fix that was specified to leave your clearance limit is reached.

If below Emergency Safe Altitude “ESA” (within 25 – 100 miles) or the Minimum Safe Altitude “MSA” (within 0 – 25 miles) and not established on an approach; make a climb above the relevant safe altitude until you are established on the approach.

If you are given an altitude to expect and make the climb to that altitude before the radio failure occurs, it is no longer “expected”, and the last assigned altitude or MSA should be flown; once again, whichever is higher.

If receiving an EFC containing a lower altitude, maintain either the assigned altitude or MEA (whichever is highest) until the designated time/fix is reached.

Leaving the Clearance Limit:

Once reaching the Initial Approach Fix, commence the descent and approach as close as possible to the expected “further clearance time” if one has been issued, or as close as possible to the ETA calculated from the flight plan or amended with ATC if a further clearance time has not been issued.

If no time or fix was received, start the descent as described above over the clearance limit; and proceed to the fix from which the approach begins.

While in the Pattern

If comms are lost in the pattern, look for the green light gun signal from the tower (signifying you are cleared to land). If no lights are received by the tower on your first approach, fuel permitting, go around. Land on the second approach if no light gun signals have been received from the tower. You can refresh on your light gun signals by viewing the picture above!

Radar Approaches:

Initiate lost communication procedures if no transmissions are received for 60 seconds while being vectored to final, 15 seconds while on ASR final approach, or 5 seconds while on PAR final approach.

If unable to reestablish communication and maintain VMC, proceed with published IAP or previously coordinated instructions.

Maintain the last assigned altitude or MSA (Whichever is higher, or ESA if beyond 25 NM) until established on an instrument approach.

Be aware of where you are in relation to the missed approach point. You can climb, but don’t turn until you reach MAP.

So What About IFR Lost Comms in the Real World?

If you lose your comms while flying under IFR there are some commons sense steps you can take to ensure the best outcome possible for your flight.

Lost Communications while in VFR Conditions:

14 CFR 91.185 is clear to say: “If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot shall continue the flight under VFR and land as soon as practicable.”
That means if you are in VMC or encounter VMC after you lose comms, squawk 7600 and proceed to land as soon as practicable under VFR conditions (basically land at the first airport that works for you safely and logically). The towered or non-towered airport does not matter, choose the best safe choice and land.

Lost Communications while in IMC (Instrument Meteorological Conditions)

Follow the steps outlined in the beginning of this article (AVEF-AME). But also use common sense….
Check your Mic and Headphone jack and ensure your headset is plugged in.
Ensure you do not have a stuck mic (you may notice a TX annunciation on your radio if you do or hear the sidetone).
Check the volume on your radio, and test the volume by turning of the squelch (pulling the volume knob or pressing the “SQ” button).
It is rare to lose your entire radio all at once, did you recently touch any buttons or switches on the audio panel or intercom? If so, flip them back to previous positions.
Try the last known frequency you were on.
Try reaching another ATC facility on 121.5 (guard frequency). Transmit “Any station, your callsign, looking for name of ATC facility you are trying to reach” Alternatively you can transmit “In the blind your message, in the blind”. While “in the blind” is not something commonly heard on the radio, if an ATC facility hears it on guard or any other frequency they should know you are transmitting blindly hoping someone hears you, but you do not have two-way radio comms with any facility currently. “In the blind” does not refer to you being in IMC.
If you establish contact with another aircraft you can ask them to relay your callsign to ATC and have them give you a new frequency to try.
Squawk 7600, continue listening, disable squelch, you may be able to receive and not transmit, perhaps you will be able to follow instructions or acknowledge instructions with an IDENT.
Try listening for ATC over VOR frequencies (using your NAV radio). They may try to relay instructions to you via a nearby VOR frequency.

Example IFR Lost Comms Procedure:

You are flying east from MLD Malad City VOR direct Kemmerer Muni (EMM). You were assigned 9,000′ and told to expect 11,000′ in 10 minutes. Your filed ETA at EMM is 1519. The time now is 1442 and you experience two-way radio failure. You had filed MLD to GEGME then EMM.
In this case we need to immediately determine the altitude we need to be at. We use AME (assigned, minimum altitude for IFR operations, or expected), and we chose the highest of the three to fly until we arrive at an approach that would allow us to descend lower. In this case our altitude will need to be 13,000′ as that is the lowest IFR altitude to fly eastbound off route (OROCA).
We would fly direct EMM at FL130.
Our route is determined by either the Assigned, Vectored, Expected, or Filed (in that order AVEF). In this case, we had filed MLD to GEGME to EMM, but were last assigned direct EMM. You should fly direct EMM, then turn outbound on the approach course (assume using the RNAV RWY 16 approach). You will fly outbound to MIKAE and you can begin descending to 11,700′. You arrive at MIKAE at 1513, so you enter the hold (you can continue descending in the hold to 11,700′ if you have not already reached that altitude). You will leave the hold as close to 1519 as possible and proceed inbound on the approach, following the published step-down altitudes (treat it as being cleared for the approach at 1519). Pray you to break out early and can land.

Related Posts: