CFII Lesson Plans

Certificated Flight Instructor Instrument (CFII)
Instrument Rating Lesson Plans
Derek W Beck
May 2008
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INSTRUMENT INTRODUCTION_______________________________________________________________1
FLIGHT INSTRUMENTS _____________________________________________________________________2
BASIC INSTRUMENT FLIGHT MANEUVERS ___________________________________________________4
PARTIAL PANEL FLIGHT ____________________________________________________________________6
COMPASS TURNS (PARTIAL PANEL) __________________________________________________________7
TIMED TURNS (PARTIAL PANEL)_____________________________________________________________8
UNUSUAL ATTITUDES ______________________________________________________________________9
VOR NAVIGATION PROCEDURES ___________________________________________________________10
DME ARCS ________________________________________________________________________________12
HOLDING _________________________________________________________________________________14
NON-PRECISION INSTRUMENT APPROACH (VOR) ____________________________________________16
MISSED APPROACH PROCEDURES __________________________________________________________18
CIRCLING APPROACHES ___________________________________________________________________20
ILS AND LOC APPROACHES ________________________________________________________________22
GPS APPROACHES _________________________________________________________________________24
RADAR AND NON-STANDARD APPROACHES _________________________________________________26
PARTIAL PANEL NON-PRECISION APPROACH________________________________________________27
LOST COMMUNICATIONS __________________________________________________________________28
INSTRUMENT FLIGHT PLANNING __________________________________________________________30
1
INSTRUMENT INTRODUCTION
Objective
Familiarize the student with the privileges, obligations and responsibilities of instrument flying.
Elements
Typical IFR flight
Instrument privileges
IFR training requirements
IFR currency requirements
Schedule
Discussion 0:30
Instructor Actions
Explain objectives.
Evaluation
Insure understanding of Instrument flying, its objectives, etc.
2
FLIGHT INSTRUMENTS
Objective
To familiarize the student with equipment required for IFR flight and how that equipment operates and is
used.
Elements
IFR required instruments
Instrument construction
Instrument interpretation
Instrument indications
Instrument errors
Schedule
Pre-flight instruction 1:00
Instructor demonstrate 0:30
Student practice 0:40
Post-flight review 0:30
Equipment
Aircraft equipped for IFR (or simulator), IFR hood
Instructor Actions
Explain required instruments (DECKRAT: Directional gyro, Electrical source, Clock with seconds
displayed, Kolsman-sensitive altimeter, Radios and navigation as required for flight, Attitude indicator,
Turn coordinator with inclinometer), plus VFR and night requirements.
Explain Vacuum-Driven Gyroscopic Instruments.
Attitude Indicator: Explain construction, demonstrate and explain behavior and indications.
Directional Gryo (Heading Indicator): Explain construction, demonstrate and explain behavior, indications,
tick marks (i.e. 45 tick marks), precession (check with magnetic compass every 15 minutes). Note:
Heading indicator is always the primary instrument for bank.
Explain Electric Gyroscopic Instruments.
Turn Coordinator (with Inclinometer): Explain needle and ball construction. Demonstrate and explain
needle and ball behavior under all conditions. Discuss and explain needle and ball indications.
Explain Pitot-Static System.
Airspeed Indicator: Explain construction, demonstrate and explain behavior, indications (V-Speeds), types
of airspeed, errors (pitot tube at high pitch attitude). In straight and level flight the airspeed indicator is the
primary power instrument. In climbs and descents at a specific airspeed, the airspeed indicator is the
primary pitch instrument.
Altimeter: Explain construction, demonstrate and explain behavior, types of altitudes, errors (High to Low
or Hot to Cold, Look Out Below!) In straight and level flight the altimeter is the primary pitch instrument.
Altimeter should be within 75 of field elevation.
3
Vertical Speed Indicator: Explain construction, demonstrate and explain behavior, rate information
(vertical speed) versus trend information (changes of vertical speed), 6-9 second lag. During constant
rate climbs and descents, the vertical speed indicator is the primary pitch instrument.
Explain Pitot-Static System Blockages:

Complete blockage (Pitot tube and drain, static ports): airspeed and altimeter will stay constant
and VSI will indicate zero
Pitot tube complete blockage (static port open): altimeter and VSI will indicate correctly but
airspeed will react like an altimeter
Pitot tube blocked, drain clear (static port open): altimeter and VSI will indicate correctly but
airspeed will decrease to zero
Static port blocked (only): airspeed continues to operate but will be erroneous; at higher altitude
than when the blockage occurred, airspeed will show slower, and vice versa
Magnetic Compass: Explain construction, demonstrate and explain behavior, variation (magnetic versus
true north), deviation, magnetic dip errors, Northerly Turning Error (Lag from the North, Lead from the
South; When determining to lag or lead, remember OSUN: Overshoot when turning to South,
undershoot when turning to North), Acceleration Errors (On an east or west heading, ANDS: Accelerate
turns to the North, Decelerate turns to the South)
Evaluation
Lesson is complete when student has a thorough knowledge of attitude indicator construction, can
correctly interpret all instrument indications, understands instrument errors, lags and blockages.
References
FAA-H-8083-15A Instrument Flying Handbook Chapter 3
4
BASIC INSTRUMENT FLIGHT MANEUVERS

Objective
To train the student in basic flight maneuvers solely by reference to instruments.
Elements
Instrument scanning
Aircraft attitude control
Straight-and-level flight
Climbs and descents
Standard rate turns
Climbing and descending turns
Airspeed changes
Steep turns
Slow flight
Schedule
Equipment
Aircraft equipped for IFR (or simulator), IFR hood
Instructor Actions
Demonstrate an effective and thorough instrument scan. Demonstrate correct instrument cross-reference,
interpretation and aircraft control. Demonstrate use of trim.
Straight-and-Level Flight: Demonstrate maintaining heading and altitude. Demonstrate how to cross-
reference other instruments to verify straight-and-level. (4 bank instruments, 4 pitch instruments.) Pitch
only one-half bar width on the attitude indicator for less than 100 feet of altitude change.
Climbs and Descents: Demonstrate climbs and descents using airspeed only. Demonstrate climbs and
descents using vertical speed only. Demonstrate climbs and descents using both airspeed and vertical
speed. Demonstrate proper power management in climbs and descents. Pitch, Power and Trim (in that
order) for climbs; Power, Pitch and Trim for descents. Explain leveling out: for climbs: 10% of climb rate
prior to altitude; for descents: 100-150 prior to altitude.
Standard Rate Turns: Demonstrate proper instrument interpretation. Demonstrate good airspeed control.
Explain rolling out: 50% of bank angle prior to heading.
Climbing and Descending Turns: Demonstrate climbs and descents using both airspeed and constant
vertical speed while maintaining a standard rate turn.
Airspeed Changes: Demonstrate good power control during acceleration and deceleration during straight-
and-level flight. Demonstrate standard rate turns with airspeed changes. Demonstrate climbs and
descents with leveling off at higher or lower speeds (25% of fpm).
Steep Turns: Demonstrate turns at 45 of bank.
5
Slow Flight: Demonstrate maneuvering at 1.3 VSO. Demonstrate half standard rate turns.
Student Actions
Perform all full-panel exercises as directed. Demonstrate proper instrument interpretation. Demonstrate
good coordination on all flight controls. Demonstrate proper use of power and trim.
Demonstrate straight-and-level flight.
Demonstrate constant rate climbs and descents. Demonstrate constant airspeed climbs and descents.
Demonstrate standard rate turns to various headings.
Demonstrate climbing and descending standard rate turns. Perform a 360 standard rate turn while
maintaining a constant 500fpm climb. At the completion, should be on original heading but 1000
feethigher altitude. Perform a 360 standard rate turn in the opposite direction while maintaining a
constant 500fpm descent. At the completion, should be on original heading and original altitude.
Demonstrate maneuvering with airspeed changes.
Demonstrate steep turns.
Demonstrate slow flight with half standard rate turns.
Evaluation
Exhibits adequate knowledge of the elements related to attitude instrument flying during straight-
and-level, climbs, turns, and descents while conducting various instrument flight procedures.
Maintains altitude within 100 feet during level flight, headings within 10, airspeed within 10
knots, and bank angles within 5 during turns.
Uses proper instrument crosscheck and interpretation, and apply the appropriate pitch, bank,
power, and trim corrections when applicable.
References
FAA-H-8083-15A Instrument Flying Handbook Chapter 4 and 5, FAA-S-8081-4D Instrument Practical
Test Standards 1-7
6
PARTIAL PANEL FLIGHT

Objective
To train the student maneuvering without the use of vacuum-driven gyroscopic instruments (attitude
indicator and heading indicator).
Elements
Instrument scanning
Straight-and level under partial panel
Climbs and descents under partial panel
Schedule
Post-flight instruction 0:20
EQUIPMENT
Aircraft equipped for IFR (or simulator), IFR hood, instrument gauge covers
INSTRUCTOR ACTIONS
Demonstrate proper power and trim management. Instruct in instrument interpretation. Demonstrate
proper scan techniques. Demonstrate straight-and-level, climbs and descents and airspeed management.
Emphasize hiding inoperative gauges.
Student Actions
Perform straight and level flight on partial panel as directed. Perform climbs and descents to specific
altitudes as directed.
Evaluation
References
FAA-H-8083-15A Instrument Flying Handbook p. 5-36, FAA-S-8081-4D Instrument Practical Test
Standards 1-7
7
COMPASS TURNS (PARTIAL PANEL)

OBJECTIVE
To train the student how to make estimated turns to headings using the magnetic compass.
ELEMENTS
Instrument scanning
Magnetic compass usage
Schedule
EQUIPMENT
INSTRUCTOR ACTIONS
Demonstrate proper instrument interpretation. Demonstrate northerly turning error (Lag from the North,
Lead from the South; when determining to lag or lead, remember OSUN: Overshoot when turning to
South, undershoot when turning to North), Demonstrate acceleration errors (On an east or west heading,
ANDS: Accelerate turns to the North, Decelerate turns to the South). Demonstrate shallow turns to
headings using the magnetic compass only. Emphasize hiding inoperative gauges.
Student Actions
Perform partial-panel compass turns to headings as directed.
Evaluation
Common Errors
Failure to exhibit smooth control techniques
Failure to understand magnetic dip error
Failure to maintain accurate bank and pitch control
References
Standards 1-7
8
TIMED TURNS (PARTIAL PANEL)

OBJECTIVE
To train the student how to make timed turns to headings using the magnetic compass.
ELEMENTS
Instrument scanning
Magnetic compass usage
Clock usage
SCHEDULE
EQUIPMENT
INSTRUCTOR ACTIONS
Demonstrate good coordination throughout the maneuver. Demonstrate and explain correct timing
procedures. Discuss 360 in 2 minutes gives 3 per second and the use of turn coordinator. Demonstrate
good attitude control and altitude control. Emphasize hiding inoperative gauges.
Student Actions
Perform partial-panel timed turns to headings as directed.
Evaluation
Common Errors
Failure to determine correct time for required turn
References
Standards 1-7
9
UNUSUAL ATTITUDES
Objective
To train the student in the proper techniques required to return the airplane to straight and level flight.
Elements
Instrument scanning
Proper recovery
Schedule
Equipment
Instructor Actions
Demonstrate correct interpretation of instruments. Demonstrate proper use of pitch, power, bank, and
trim. Nose low: reduce power, wings level, raise the nose to level flight; Nose high: increase power, apply
forward elevator pressure to prevent stall, wings level. Demonstrate unusual attitude recovery using
partial panel.
Student Actions
Perform recoveries from unusual attitudes as directed, both from full panel and partial panel.
Evaluation
Exhibits adequate knowledge of the elements relating to attitude instrument flying during recovery
from unusual flight attitudes (both nose-high and nose-low).
Uses proper instrument cross-check and interpretation, and applies the appropriate pitch, bank,
and power corrections in the correct sequence to return the aircraft to a stabilized level flight
attitude.
Common Errors
Failure to keep airplane properly trimmed
Disorganized flight deck
Slow cross-check and fixation
Attempting recovery by sensory information versus instruments
Failure to practice basic instrument skills
References
Standards 1-7
10
VOR NAVIGATION PROCEDURES

Objective
To train the student in VOR navigation and intercepting VOR courses.
Elements
VOR background
Tuning and indentifying
Selecting a radial
Turning to a VOR
Station passage
Reverse sensing
Intercepting radials
VOR intersections
VOR failure and equipment currency
Schedule
Equipment
Aircraft equipped for IFR (or simulator), IFR hood, IFR En-route Low Altitude Charts
Instructor Actions
Explain what a VOR is, what it looks like, what it provides (highways in the sky). Explain and
demonstrate how to find VOR information, tune it and indentify it. Explain what a radial (FROM) is and
how to fly to a station (simple case: 360). Explain station passage and cone of confusion. Explain and
demonstrate interpretation of CDI (10-12 full deflection). Explain effect of heading on VOR usage.
Explain and demonstrate intercepting and track of a pre-determined course. Explain and demonstrate
wind correction. Explain and demonstrate reverse sensing. Explain and demonstrate identification of VOR
intersections. Explain how to identify VOR failures. Explain required 30-day VOR accuracy check
requirement (14 CFR 91.171).
Student Actions
Tune and ID a VOR. Identify position of aircraft relative to a VOR. Fly a course direct to a VOR and
identify station passage. Identify reverse sensing and demonstrate how to correct for it. Intercept and
track a VOR course as directed. Identify a VOR intersection. Explain and perform a VOR accuracy check.
Evaluation
Exhibits adequate knowledge of the elements related to intercepting and tracking navigational
systems and DME arcs.
Tunes and correctly identifies the navigation facility.
Sets and correctly orients the course to be intercepted into the course selector or correctly
identifies the course on the RMI.
Intercepts the specified course at a predetermined angle, inbound or outbound from a
navigational facility.
Maintains the airspeed within 10 knots, altitude within 100 feet, and selected headings within
5.
11
Applies proper correction to maintain a course, allowing no more than three-quarter-scale

deflection of the CDI or within 10 in case of an RMI.
Determines the aircraft position relative to the navigational facility or from a waypoint in the case
of GPS.
Intercepts a DME arc and maintain that arc within 1 nautical mile.
Recognizes navigational receiver or facility failure, and when required, reports the failure to ATC.
Common Errors
Careless tuning and identification of station
Failure to check receiver for accuracy/sensitivity
Turning in the wrong direction during orientation (common when visualizing position rather than
heading)
Failure to check ambiguity (TO/FROM) indicator (reverse sensing)
Failure to parallel desired course on a track interception (this step allows for turning left or right of
course in an intuitive way)
Overshooting or undershooting radials on interception
Overcontrolling corrections during track, especially close to the station
Misinterpretation of station passage
Chasing the CDI, resulting in homing instead of tracking
References
Standards 1-8
12
DME ARCS
Objective
To train the student in DME Arc navigation.
Elements
DME background
Tuning and indentifying
Entering arc
Tracking arc
Departing arc
Schedule
Equipment
Aircraft equipped for IFR (or simulator), IFR hood, Terminal Approach Procedures
Instructor Actions
Explain DME (slant range), DME sources (VORTAC, VOR/DME, DME), DME arc and why it is used for
IAPs. Explain it is actually a series of short, straight legs. Explain and demonstrate how to tune and
identify DME station. Demonstrate tracking a designated radial and entry into the arc (lead the turn by
0.5nm if GS less than 150 KNOTS). Explain overshoot, undershooting and 1nm tolerance. Explain and
demonstrate wind correction (correct 10-20 extra for each 0.5nm deviation). Explain and demonstrate re-
centering CDI and note new primary heading indicated whenever the CDI has moved 2-4 or the turn 10
and twist method. Identify lead radials (typically 5, or for a LOC, 7; use half-standard rate turns to enter)
and demonstrate exit procedure.
Student Actions
Tune and ID a DME. Identify position of aircraft relative to a VOR. Intercept and track a DME arc as
directed. Depart a DME arc as directed.
Evaluation
Exhibits adequate knowledge of the elements related to intercepting and tracking navigational
systems and DME arcs.
Tunes and correctly identifies the navigation facility.
Sets and correctly orients the course to be intercepted into the course selector or correctly
identifies the course on the RMI.
Intercepts the specified course at a predetermined angle, inbound or outbound from a
navigational facility.
Maintains the airspeed within 10 knots, altitude within 100 feet, and selected headings within
5.
Applies proper correction to maintain a course, allowing no more than three-quarter-scale
deflection of the CDI or within 10 in case of an RMI.
Determines the aircraft position relative to the navigational facility or from a waypoint in the case
of GPS.
Intercepts a DME arc and maintain that arc within 1 nautical mile.
Recognizes navigational receiver or facility failure, and when required, reports the failure to ATC.
13
Common Errors
Improper identification of DME station
Improper interception of DME arc (lead turn)
Poor tracking of DME arc
Improper departure from DME arc
References
Standards 1-8
14
HOLDING
Objective
To train the student in holding procedures.
Elements
Holding fix
Holding radial or bearing
Direction of turns
Entry into a hold
Timing of the in/outbound legs
DME holds
Schedule
Equipment
Instructor Actions
Discuss the purpose of a hold and how to find published holds. Discuss the holding fix and the radial or
bearing it is situated on.
Discuss direction of turns and other elements of hold:

Standard Holding Pattern (right hand turns) or non-standard (left hand turns)
1-minute inbound leg
Standard-rate-turns
Wind correction: compensate when turning, adjust outbound timing to achieve a 1-minute
inbound leg (1-1/2 minute above 14,000 feet)
o For the outbound leg, triple the wind correction used on the inbound leg
Discuss expect-further clearance (EFC) time. Discuss holding side versus unprotected non-holding side.
Discuss non-published Holding Patterns (holding fix; direction of hold; radial, course, bearing, waypoint;
leg length, direction of turns; EFC). An Example: Cessna 12345, hold west on the 270 radial of the
Santa Monica VOR, EFC 1900. Tip: the direction given in the clearance represents the direction of the
outbound leg.
Discuss DME holding: same entry and holding procedure, however the time value of the legs is
substituted with a distance in nautical miles and is outbound instead of inbound.
Stress this: the outbound leg is used for DME distance, the inbound leg is used for timing in a traditional
hold.
How to draw a (non-published) hold: 1) draw specified holding course, 2) start at the fix, 3) show direction
of the turn at fix, 4) note any other details (EFC, DME distance, etc). An Example: Cessna 12345, hold
east of the 20 DME fix on the 270 radial of the Santa Monica VOR, 5 mile legs, EFC 1900. Tip: the
direction given in the clearance represents the direction of the outbound leg.
15
Discuss entries into a hold: Parallel, Teardrop, Direct. How to draw: 1) Draw the holding pattern. 2) Draw
a line perpendicular to the course through the fix. 3). Draw a line 70 up from course through the fix, on
the opposite side of the holding race track. This 70 swath or pie is the teardrop entry direction; the
entire 180 section opposite is the direct entry direction. The remaining 110 swath or pie is the parallel
entry direction.
Discuss maximum holding speeds (up to 6,000 MSL, 200 KIAS; 6,001-14,000 MSL 230 KIAS; 14,001
feet and above, 265 KIAS).
Demonstrate holding entry, holding procedures and exit.
Student Actions
Perform entries into holds from a variety of angles and maintain holding pattern as directed.
Evaluation
Exhibits adequate knowledge of the elements related to holding procedures.
Changes to the holding airspeed appropriate for the altitude or aircraft when 3 minutes or less
from, but prior to arriving at, the holding fix.
Explains and uses an entry procedure that ensures the aircraft remains within the holding pattern
airspace for a standard, nonstandard, published, or non-published holding pattern.
Recognizes arrival at the holding fix and initiates prompt entry into the holding pattern.
Complies with ATC reporting requirements.
Uses the proper timing criteria, where applicable, as required by altitude or ATC instructions.
Complies with pattern leg lengths when a DME distance is specified.
Uses proper wind correction procedures to maintain the desired pattern and to arrive over the fix
as close as possible to a specified time.
Maintains the airspeed within 10 knots; altitude within 100 feet; headings within 10; and
tracks a selected course, radial or bearing within scale deflection of the CDI.
Common Errors
Incorrect setting of aircraft navigation equipment
Incorrect visualization of hold
Standard rate turns
Improper timing
Improper wind drift correction
Failure to recognize holding fix passage
Include navigation instruments in scan
Failure to comply with ATC instructions
References
FAA-H-8083-15A Instrument Flying Handbook p. 10-9, AIM Chapter 5, FAA-S-8081-4D Instrument
Practical Test Standards 1-6
16
NON-PRECISION INSTRUMENT APPROACH (VOR)

Objective
To train the student how to prepare for and execute a straight-in VOR approach.
Elements
Selecting the IAP chart
Interpreting and briefing the approach
Procedure turns
The 5 As
The 6 Ts
How to fly the approach
Schedule
Equipment
Instructor Actions
Discuss Terminal Approach Procedures format and interpretation (including plan and profile view,
minimums and categories and timing chart). Discuss procedure turns. Demonstrate briefing an approach.
Discuss the 5 As: ATIS, Altimeter, the Approach itself (Which way? How far down? How long to MAP?),
Avionics setup, Airspeed stable. Discuss the 6 Ts: Turn, Time, Twist, Throttle, Talk, Track. Demonstrate
proper interpretation of VOR. Demonstrate ATC instructions and correct radio procedures. Demonstrate
and explain a full VOR approach. Explain dive and drive of 700-1000fpm to MDA.
On first lesson: discuss missed approach but do not fly or set up for it unless flying in actual IFR.
Student Actions
Brief VOR non-precision approach. Perform the 5 As and the 6 Ts. Perform a VOR approach as
directed.
Evaluation
Exhibits adequate knowledge of the elements related to an instrument approach procedure.
Selects and complies with the appropriate instrument approach procedure to be performed.
Establishes two-way communications with ATC, as appropriate, to the phase of flight or approach
segment, and uses proper communication phraseology and technique.
Selects, tunes, identifies, and confirms the operational status of navigation equipment to be used
for the approach procedure.
Complies with all clearances issued by ATC or the examiner.
Recognizes if any flight instrumentation is inaccurate or inoperative, and takes appropriate action.
Advises ATC or examiner anytime that the aircraft is unable to comply with a clearance.
Establishes the appropriate aircraft configuration and airspeed considering turbulence and wind
shear, and completes the aircraft checklist items appropriate to the phase of the flight.
17
Maintains, prior to beginning the final approach segment, altitude within 100 feet, heading within
10 and allows less than scale deflection of the CDI or within 10 in the case of an RMI, and
maintains airspeed within 10 KNOTS.
Applies the necessary adjustments to the published MDA and visibility criteria for the aircraft
approach category when required, such as
o NOTAMs.
o inoperative aircraft and ground navigation equipment.
o inoperative visual aids associated with the landing environment.
o NWS reporting factors and criteria.
Establishes a rate of descent and track that will ensure arrival at the MDA prior to reaching the
MAP with the aircraft continuously in a position from which descent to a landing on the intended
runway can be made at a normal rate using normal maneuvers.
Allows, while on the final approach segment, no more than a three-quarter-scale deflection of the
CDI or within 10 in case of an RMI, and maintains airspeed within 10 KNOTS of that desired.
Maintains the MDA, when reached, within +100 feet, -0 feet to the MAP.
Executes the missed approach procedure when the required visual references for the intended
runway are not distinctly visible and identifiable at the MAP.
Executes a normal landing from a straight-in or circling approach when instructed by the
examiner.
Common Errors
Failure to have essential knowledge of the information on VOR approach chart
Incorrect communications procedures or noncompliance with ATC clearances
Faulty basic instrument flying technique
Inappropriate descent below the MDA
References
FAA-H-8083-15A Instrument Flying Handbook p. 7-8, 10-13; FAA-H-8261-1A Instrument Procedures
Handbook 5-59; 14 CFR 97.1; AIM 5-4-7; FAA-S-8081-4D Instrument Practical Test Standards 1-9, 1-12,
1-13
18
MISSED APPROACH PROCEDURES

Objective
To train the student in techniques required to safely fly a missed approach procedure.
Elements
Prepare for possible Missed Approach (MA)
Immediately initiate the MA
Descent below DH or MDA
How to initiate a MA
Schedule
Equipment
Instructor Actions
Explain the purpose of a MA (an IFR version of a go around). Discuss again the 5 As: ATIS, Altimeter,
the Approach itself (Which way? How far down? How long to MAP?), Avionics setup, Airspeed stable.
Prepare for a possible MA by setting, tuning and identifying all necessary navaids. Stress initiating the MA
immediately when at the MAP (but not before). Discuss when an airplane can descend below DH or MDA
(14 CFR 91.175). Demonstrate a missed approach.
Discuss Aviate, Navigate, Communicate.
Student Actions
Brief VOR non-precision approach. Perform the 5 As and the 6 Ts. Perform a VOR approach as
directed.
Evaluation
Exhibits adequate knowledge of the elements related to missed approach procedures associated
with standard instrument approaches.
Initiates the missed approach promptly by applying power, establishing a climb attitude, and
reducing drag in accordance with the aircraft manufacturer's recommendations.
Reports to ATC beginning the missed approach procedure.
Complies with the published or alternate missed approach procedure.
Advises ATC or examiner anytime that the aircraft is unable to comply with a clearance,
restriction, or climb gradient.
Follows the recommended checklist items appropriate to the go-around procedure.
Requests, if appropriate, ATC clearance to the alternate airport, clearance limit, or as directed by
the examiner.
Maintains the recommended airspeed within 10 KNOTS; heading, course, or bearing within
10; and altitude(s) within 100 feet during the missed approach procedure.
19
Common Errors
Failure to have pre-plan the MA
Failure to accomplish MA as published
References
FAA-H-8083-15A Instrument Flying Handbook p. 10-21, FAA-H-8261-1A Instrument Procedures
Handbook p. 5-32, 14 CFR Sec. 91.175, FAA-S-8081-4D Instrument Practical Test Standards 1-12
20
CIRCLING APPROACHES
Objective
To train the student in techniques required to safely fly a circling procedure.
Elements
The 5 As
The 6 Ts
Schedule
Equipment
Instructor Actions
Discuss the need for a circling approach (>400/nm descent rate, >30 approach angle to runway
heading), designations like VOR-A on an IAP (circling is only approach), circling minimums on IAPs,
obstacle clearance zones (300 minimum, see FAA-H-8083-15A Figure 10-12 for shape, varies with
aircraft approach category). Stress maintaining visual contact and normal manuevers (exception: banking
the airplane per 14 CFR 91.175). Fly no lower than the published circling minimums, but if ceiling allows
it, fly higher than minimums (i.e. traffic pattern altitude if possible). Do not descend until positioned to
make a normal visual descent to landing. Discuss the 5 As: ATIS, Altimeter, the Approach itself (Which
way? How far down? How long to MAP?), Avionics setup, Airspeed stable. Discuss the 6 Ts: Time, Turn,
Twist, Throttle, Talk, Track. Discuss special considerations for missed approach: Initiate with climbing turn
towards the landing runway then proceed as published (AIM 5-4-21 c). Demonstrate a circling approach.
Student Actions
Brief a VOR circling approach. Perform the 5 As and the 6 Ts. Perform a VOR circling approach as
directed.
Evaluation
Exhibits adequate knowledge of the elements related to a circling approach procedure.
Selects and complies with the appropriate circling approach procedure considering turbulence
and wind shear and considering the maneuvering capabilities of the aircraft.
Confirms the direction of traffic and adheres to all restrictions and instructions issued by ATC and
the examiner.
Does not exceed the visibility criteria or descend below the appropriate circling altitude until in a
position from which a descent to a normal landing can be made.
Maneuvers the aircraft, after reaching the authorized MDA and maintains that altitude within +100
feet, -0 feet and a flight path that permits a normal landing on a runway. The runway selected
must be such that it requires at least a 90 change of direction, from the final approach course, to
align the aircraft for landing.
21
Common Errors
Failure to plan ahead
Failure to maintain MDA
Failure to maintain situational awareness
References
FAA-H-8083-15A Instrument Flying Handbook p. 10-20, FAA-H-8261-1A Instrument Procedures
Handbook p. 5-8, 5-10, FAA-S-8081-4D Instrument Practical Test Standards 1-13
22
ILS AND LOC APPROACHES

Objective
To train the student in techniques required to safely fly an ILS approach, Localizer approach and
Localizer Backcourse approach.
Elements
The 5 As
Schedule
Equipment
Instructor Actions
Discuss Terminal Approach Procedures format and interpretation (including plan and profile view,
minimums and categories and timing chart). Explain a precision approach versus a non-precision
approach. Discuss hardware on the ground (LOC typically 1000 departure end of the runway, 3-6 of
course width tailored to provide 700 at threshold; GS on the left side of the approach end of the runway
with approximately 1.4 width). Explain DH (typically 200 AGL) versus MDA and runway environment (14
CFR 91.175). Discuss considerations of ILS, backing up with timing for a LOC approach and marker
beacons. Discuss the ground-based hardware for an ILS. Discuss usage of the GS indicator. Discuss
sensitivity of the ILS (ILS = 2.5deg deflection either side, GS = 1.4deg deflection either side).
Demonstrate briefing an approach. Discuss the 5 As: ATIS, Altimeter, the Approach itself (Which way?
How far down? How long to MAP?), Avionics setup, Airspeed stable. Demonstrate ATC instructions and
correct radio procedures. Demonstrate and explain a full ILS, LOC and BC approach.
Student Actions
Brief a ILS, LOC or BC approach. Perform the 5 As. Perform an ILS, LOC or BC approach as directed.
Evaluation
Exhibits adequate knowledge of the precision instrument approach procedures.
Accomplishes the appropriate precision instrument approaches as selected by the examiner.
Establishes two-way communications with ATC using the proper communications phraseology
and techniques, as required for the phase of flight or approach segment.
Complies, in a timely manner, with all clearances, instructions, and procedures.
Advises ATC anytime that the applicant is unable to comply with a clearance.
Establishes the appropriate airplane configuration and airspeed/V-speed considering turbulence,
wind shear, microburst conditions, or other meteorological and operating conditions.
Completes the aircraft checklist items appropriate to the phase of flight or approach segment,
including engine out approach and landing checklists, if appropriate.
23
Prior to beginning the final approach segment, maintains the desired altitude 100 feet, the
desired airspeed within 10 knots, the desired heading within 10; and accurately tracks radials,
courses, and bearings.
Selects, tunes, identifies, and monitors the operational status of ground and airplane navigation
equipment used for the approach.
Applies the necessary adjustments to the published DA/DH and visibility criteria for the airplane
approach category as required, such as
o NOTAMs
o inoperative airplane and ground navigation equipment.
o inoperative visual aids associated with the landing environment.
o NWS reporting factors and criteria.
Establishes a predetermined rate of descent at the point where the electronic glide slope begins,
which approximates that required for the aircraft to follow the glide slope.
Maintains a stabilized final approach, from the Final Approach Fix to DA/DH allowing no more
than three-quarter scale deflection of either the glide slope or localizer indications and maintains
the desired airspeed within 10 knots.
A missed approach or transition to a landing shall be initiated at Decision Height.
Initiates immediately the missed approach when at the DA/DH, and the required visual references
for the runway are not unmistakably visible and identifiable.
Transitions to a normal landing approach (missed approach for seaplanes) only when the aircraft
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.
Maintains localizer and glide slope within three-quarter-scale deflection of the indicators during
the visual descent from DA/DH to a point over the runway where glide slope must be abandoned
to accomplish a normal landing.
Common Errors
Failure to have essential knowledge of the information on the instrument approach chart
Inappropriate descent below the MDA or DH
References
FAA-H-8083-15A Instrument Flying Handbook p. 7-37, FAA-H-8261-1A Instrument Procedures Handbook
p. 5-50, FAA-S-8081-4D Instrument Practical Test Standards 1-11
24
GPS APPROACHES
Objective
To familiarize the student in techniques required to safely fly GPS approach.
Elements
GPS componentsspace, control, user
GPS substitution
GPS approachesoverlay, standalone
GPS holds
Familiarity with the GPS system in the aircraft
Schedule
Equipment
Instructor Actions
GPS Space components:

consists of over 30 NAVSTAR satellites
At least 5 satellites are in view at all times
GPS Control components:
Network of ground-based GPS monitoring and control stations that ensure the accuracy of
satellite positions and their clocks
Wide Area Augmentation System (WAAS) improved reliability and accuracy
User component:
GPS receiver onboard the aircraft
GPS may be used for IFR if it has to be certified for IFR en route and terminal
operations. Must have updated database and RAIM. Check GPS NOTAMS and RAIM availability.
Can be used to:

identify DME fix
fly DME arc
navigate TO/FROM an NDB
find position over an NDBbut cant fly standalone NDB approach
En route: must be equipped with an alternate means of navigation. Dont need to monitor if you have
RAIM. Ground-based facilities must be operational. 5nm CDI sensitivity.
For GPS approaches:

Alternate airport must have non-GPS approach (though GPS can still be attempted at the
alternate)
<30nm from airport, sensitivity ramps to 1nm, then to 0.3nm inside Final Approach Way Point
(FAWP)
May require pilot intervention for procedure turns, missed approaches
Overlay approaches: (i.e. SMO VOR or GPS-A)
25
o Ground-based NAVAIDS dont have to be operational or monitored

Standalone approaches: GPS (i.e. CRQ GPS 24)
o Elements: Way Point (WP) (a GPS fix), Missed Approach Waypoint (MAWP), Missed
Approach Holding Waypoint (MAHWP)
Other approaches that can use GPS:
o LNAV (lateral navigation) has no glideslope
o LPV (localizer performance with vertical guidance) requires WAAS
o LNAV/VNAV (LNAV with vertical nagivation) - originally designed for Flight Management
System (FMS)-equipped aircraft that used altimeter data to construct the glideslope
(baro-VNAV). Can be flown with WAAS.
GPS holds:
Like a normal hold
Must have familiarity with the GPS system in the aircraft
Student Actions
Perform non-precision GPS approach as directed.
Evaluation
Airspeed 10 knots, altitude 100 feet, heading 10.
Fly a non-precision GPS approach with max -scale CDI deflection.
Common Errors
Expired database
References
FAA-H-8083-25 Pilot Handbook of Aeronautical Knowledge p. 7-27, FAA-H-8083-15A Instrument Flying
Handbook p. 7-21, AIM 1-1-19, 1-1-20, 5-4-5 d, FAA-S-8081-4D Instrument Practical Test Standards 1-9,
GPS manual for the aircraft
26
RADAR AND NON-STANDARD APPROACHES

Objective
To enlighten the student on some of the other various other approaches available.
Elements
Non-Directional Beacon (NDB) (non-precision approach)
Simplified Directional Facility or SDF (non-precision approach)
Localizer-type Directional Aid or LDA (non-precision approach)
Airport Surveillance Radar (ASR) (non-precision approach)
Precision Approach Radar (PAR) (precision approach)
Visual Approach
Contact Approach
Schedule
Equipment
Instructor Actions
Discuss and then demonstrate various other approaches, either in a simulator or in the air. Include NDB
approaches, reference NDB holding, SDF (similar to a LOC, but SDF course width is fixed at either 6 or
12 while a LOC is usually 3), LDA (essentially a LOC but off the runway heading by more than 3), ASR
(no vertical guidance) and PAR (very precise with vertical guidance). It is highly recommended to do at
least one PAR or ASR approach.
Also discuss visual approaches and contact approaches. Visual: 3mi visibility, 500' above minimum
vectoring altitude or MVA [known only to ATC], can be issued by ATC. Contact: SVFR for IFR pilots, 1mi
visibility and clear of clouds, must be requested by pilot and must have something of reference in sight.
Student Actions
Perform various non-standard approaches as directed.
Evaluation
Exhibit knowledge of radar and non-standard approaches.
Common Errors
References
FAA-H-8261-1A Instrument Procedures Handbook p. 5-44, 5-60
27
PARTIAL PANEL NON-PRECISION APPROACH

Objective
To train the student on non-precision approaches after loss of vacuum-driven gyroscopic instruments.
Elements
Non-precision approach under partial-panel
Schedule
Equipment
Aircraft equipped for IFR (or simulator), IFR hood, Terminal Approach Procedures, instrument gauge
covers
Instructor Actions
Discuss and then demonstrate a partial panel VOR approach. Discuss a partial panel NDB approach and
other radar approaches. Emphasize hiding inoperative gauges.
Student Actions
Perform various non-standard approaches as directed.
Evaluation
Exhibits adequate knowledge of the elements relating to recognizing if primary flight instruments
are inaccurate or inoperative, and advise ATC or the examiner.
Advises ATC or examiner anytime that the aircraft is unable to comply with a clearance.
Demonstrates a non-precision instrument approach without the use of the primary flight
instrument using the objectives of the non-precision approach task.
Common Errors
Failure to determine correct time for required turn
Failure to exhibit smooth control techniques
Failure to understand magnetic dip error
Failure to maintain accurate bank and pitch control
Failure to have essential knowledge of the information on non-precision approach chart
Inappropriate descent below the MDA
References
FAA-H-8083-15A Instrument Flying Handbook p. 5-36, 7-8, 10-13, FAA-H-8261-1A Instrument
Procedures Handbook 5-59; FAA-S-8081-4D Instrument Practical Test Standards 1-7, 1-9, 1-12, 1-13, 1-
16
28
LOST COMMUNICATIONS
Objective
To develop the students understanding of the actions that should be taken in the event of two-way
communication failure while on an IFR flight.
Elements
Recognition of loss of communication
IFR route (AVEF)
IFR altitude (MEA)
When to leave clearance limit
Schedule
Discussion 0:30
Equipment
14 CFR (FAR/AIM)
Instructor Actions
Discuss the causes: ATC outage, aircraft electrical system failure, aircraft communication system
component malfunction (radio, speaker, microphone, headset).
Discuss how to recognize loss of communication: quiet on frequency for longer than few minutes (query
ATC; no answer? wait at least 1 minute). If nothing, attempt radio communication: on another ATC
frequency (last one, one expected next), another aircraft on same frequency, Flight Service Station
(FSS), 121.5 (emergency).
If able to receive, but not transmit, ATC may request use of transponder IDENT feature to acknowledge.
Once lost communication is confirmed, squawk 7600 on the transponder.
When to continue with flight plan as filed or when to deviate:

VFR conditions at or after lost communications maintain VFR and land as soon as practicable
IFR conditions (unable to maintain VFR):
o Use the following for your route (AVEF):
Assigned route ATC last assigned, or if
Vectored go direct to clearance point,
Expected else per Expected Further Clearance (EFC),
Filed else as filed in flight plan.
o Use the HIGHEST of the following for your altitude (MEA):
Minimum altitude for IFR operations, or
Expected altitude per Expected Further Clearance (EFC), or
Assigned by ATC in last clearance received.
When to leave a clearance limit:

If at an Initial Approach Fix (IAF): at EFC time if received, else per flight plan ETA
If not at an IAF: at EFC time, else proceed to IAF, descend for approach at ETA
Student Actions
Exhibit knowledge on procedures required in the event of lost communications.
29
Evaluation
Recognizing loss of communication.
Continuing to destination according to the flight plan.
When to deviate from the flight plan.
Timing for beginning an approach at destination.
Common Errors
Unsure how to confirm loss of or how to attempt to establish communications
Insufficient knowledge of or compliance with 14 CFR 91.185
References
14 CFR 91.185, FAA-H-8083-15A Instrument Flying Handbook p. 11-8, Instrument Practical Test
Standards 1-14
30
INSTRUMENT FLIGHT PLANNING

Objective
To train the student in all phases of IFR cross country flight planning.
Elements
Weather requirements
Alternate requirements
FAA Flight Plan
IFR fuel requirements
Departure Procedures (DPs) and Standard Terminal Arrival Routes (STARs)
IFR En-route Low Altitude Charts
IFR altitudes
Airspace
Clearances (Departure, VFR-on-Top, Tower en route)
Position Reports
IFR required reporting
Schedule
Discussion 3:00
IFR Cross-Country Flight (as needed)
Equipment
Terminal Approach Procedures, IFR En-route Low Altitude Charts, FAA-H-8083-15A Instrument Flying
Handbook, FAA-H-8261-1A Instrument Procedures Handbook, Aeronautical Information Manual (AIM),
Airport/Facilities Directory
Instructor Actions
Discuss weather requirements, how to obtain weather, weather considerations.
Discuss alternate destination requirements (14 CFR 91.169).

Discuss the 1-2-3 rule:
o If the destination has an IAP and the forecast is 1 hour of planned ETA of at least
2,000 ceilings or greater and 3 miles visibility or greater, an alternate is not required.
If an alternate is required, the following must be true of the desired alternates weather forecast at
ETA to the alternate:
o If it has a precision approach you can use, its forecast must be 600 ceiling and 2 miles
visibility
o If it has a non-precision approach you can use, its forecast must be 800 ceiling and 2
miles visibility
o If it has no instrument approach or none you can use, ceiling and visibility must allow a
descent from Minimum En route Altitude to land VFR using normal maneuvering.
If forced to divert to that alternate, the standard minimums per the IAP used apply, regardless of
the planning requirements above.
Discuss the FAA Flight Plan, how to file it and how to complete it (14 CFR 91.169).
Discuss IFR fuel requirements (14 CFR 91.167): able to fly from departure to destination airport, then to
the alternate (if required), plus 45 minutes.
31
Discuss Departure Procedures (DPs), including Obstacle Departure Procedures (ODPs) and Standard
Instrument Departures (SIDs), as well as Standard Terminal Arrival Routes (STARs), where to find them
and their function. Note that DPs and STARs can be refused on the flight plan.
Discuss the approach segments: Feeder routes (on an IAP, must have a bearing and altitude to be a
feeder router) to the Initial Approach Fix (IAF). Initial approach segment leads to the Intermediate Fix (IF).
Intermediate approach segment leads from the IF to the Final Approach Fix (FAF). The final approach
segment leads from the FAF to the Missed Approach Point (MAP). Missed approach segment leads from
the MAP to the missed approach procedure. If the IF is not shown on a chart, it is when you are
proceeding inbound to the FAF, are properly aligned with the final approach course, and are located
within the prescribed distance from the FAF. For example: the IF is after you finish a procedure turn and
are inbound. (See FAA-H-8261-1A IPH 5-40)
Discuss interpretation of the IFR En-route Low Altitude Charts by following along the legend. Also discuss
IFR Altitudes, including those depicted on the chart (MEA, MOCA, MCA, MRA, etc), and IFR cruising
altitudes (0-179: Odd thousand feet; 180-359: Even thousand feet; East is odd and West is Even,
beginning at 3000 up to 18,000).
Discuss airspace and visibility requirements.
Discuss clearances. Include the memory aide CRAFT (Clearance to, Route, Altitude, Frequency,
Transponder) for clearance upon departure. Discuss VFR-on-Top clearance (still IFR flight plan, but
maintain separation and fly VFR cruising altitudes). Discuss Tower En Route clearances.
Discuss position reports (AIM 5-3-2) required when not in radar contact. Give position reports only when
ATC has not advised you Radar Contact, or has advised Radar Contact Lost or Radar Contact
Terminated.
Discuss IFR reporting requirements (AIM 5-3-3)

Required by all aircraft at all times:
o Vacating assigned altitudes
o Changing VFR-On-Top altitude
o Unable 500fpm climb or descent
o Missed approach
o TAS change 10 knots or 5%
o Navigation or communication loss or impairment
o Anything affecting the safety of flight
o Hazardous / not forecast weather
Holding:
o Time and altitude reaching a holding fix or clearance point
o Leaving assigned holding fix/point
When not in radar contact:
o Leaving Final Approach Fix (FAF) (or procedure turn) inbound
o Revised estimate of > 3 minutes
o Where compulsory reporting points are on the IFR En-route Low Altitude Charts, or at
non-compulsory reporting points upon request
Discuss Aviate, Navigate, Communicate.
Student Actions
Exhibit knowledge on all aspects of flight planning. Plan and then fly an IFR cross-country flight.
32
Evaluation
Evaluate based on planning and success of an actual IFR dual cross-country flight per the requirements
listed in 14 CFR 61.65.
Common Errors
Failure to plan appropriately based on weather
Failure to plan an alternate
Failure to have all necessary publications available during flight
Failure to understand complexities of the airspace system
References
FAA-H-8083-15A Instrument Flying Handbook, FAA-H-8261-1A Instrument Procedures Handbook

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Certificated Flight Instructor Instrument (CFII)

Instrument Rating Lesson Plans

Explain Vacuum-Driven Gyroscopic Instruments.

Explain Electric Gyroscopic Instruments.

Explain Pitot-Static System.

Explain Pitot-Static System Blockages:

BASIC INSTRUMENT FLIGHT MANEUVERS

Steep Turns: Demonstrate turns at 45 of bank.

Demonstrate straight-and-level flight.

Demonstrate standard rate turns to various headings.

Demonstrate maneuvering with airspeed changes.

Demonstrate steep turns.

Demonstrate slow flight with half standard rate turns.

PARTIAL PANEL FLIGHT

COMPASS TURNS (PARTIAL PANEL)

TIMED TURNS (PARTIAL PANEL)

VOR NAVIGATION PROCEDURES

Applies proper correction to maintain a course, allowing no more than three-quarter-scale

Discuss direction of turns and other elements of hold:

Demonstrate holding entry, holding procedures and exit.

NON-PRECISION INSTRUMENT APPROACH (VOR)

MISSED APPROACH PROCEDURES

Discuss Aviate, Navigate, Communicate.

ILS AND LOC APPROACHES

GPS Space components:

Can be used to:

For GPS approaches:

o Ground-based NAVAIDS dont have to be operational or monitored

RADAR AND NON-STANDARD APPROACHES

PARTIAL PANEL NON-PRECISION APPROACH

Once lost communication is confirmed, squawk 7600 on the transponder.

When to continue with flight plan as filed or when to deviate:

When to leave a clearance limit:

INSTRUMENT FLIGHT PLANNING

Discuss alternate destination requirements (14 CFR 91.169).

Discuss airspace and visibility requirements.

Discuss IFR reporting requirements (AIM 5-3-3)

Discuss Aviate, Navigate, Communicate.

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