Flight Instructor for Airplane Category Airman Certification Standards (FAA-S-ACS-25)
Appendix 1: Practical Test Roles, Responsibilities, and Outcomes
Appendix 2: Safety of Flight
Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations
Private and Commercial Pilot ACS: Skills Metrics
Airman Certification Standards Concept
The goal of the airman certification process is to ensure the applicant possesses the knowledge, ability to manage risks, and skill consistent with the privileges of the certificate or rating being exercised, in order to act as pilot-in-command (PIC).
Safe operations in today's National Airspace System (NAS) require the integration of aeronautical knowledge, risk management, and flight proficiency standards. To accomplish these goals, the FAA drew upon the expertise of organizations and individuals across the aviation and training community to develop the ACS. The ACS integrates the elements of knowledge, risk management, and skill required for each airman certificate or rating. It thus forms a more comprehensive standard for what an applicant must know, consider, and do to demonstrate proficiency to pass the tests required for issuance of the applicable airman certificate or rating.
Appendix 1: Practical Test Roles, Responsibilities, and Outcomes
Use of the ACS During a Practical Test
The practical test is conducted in accordance with the ACS and FAA regulations that are current as of the date of the test.
The Areas of Operation in this ACS align with the Areas of Operation found in 14 CFR part 61, section 61.187(b). Each Area of Operation includes Tasks appropriate to that Area of Operation. Each Task contains an Objective stating what the applicant must know, consider, and/or do. The ACS then lists the aeronautical knowledge, risk management, and skill elements relevant to the specific Task, along with the conditions and standards for acceptable performance. The ACS uses Notes to emphasize special considerations.
During the ground and flight portion of the practical test, the FAA expects evaluators to assess the applicant's mastery of the topic in accordance with the level of learning most appropriate for the specified Task. The oral questioning will continue throughout the entire practical test. For some topics, the evaluator will ask the applicant to describe or explain. For other items, the evaluator will assess the applicant's understanding by providing a scenario that requires the applicant to appropriately apply and/or correlate knowledge, experience, and information to the circumstances of the given scenario. The flight portion of the practical test requires the applicant to demonstrate knowledge, risk management, flight proficiency, and operational skill in accordance with the ACS.
The elements within each Task in this ACS are coded according to a scheme that includes four components. For example, FI.I.C.K2:
There is no requirement for an evaluator to test every knowledge and risk management element in a Task; rather the evaluator has discretion to sample as needed to ensure the applicant's mastery of that Task. The required minimum elements to be tested from each applicable Task include:
The Airman Knowledge Test Report (AKTR) lists ACS codes that correlate to a specific Task element for a given Area of Operation for any incorrect responses on the knowledge test.
Knowledge and risk management elements are primarily evaluated during the knowledge testing phase of the airman certification process. The evaluator administering the practical test has the discretion to combine Tasks/elements as appropriate to testing scenarios.
Unless otherwise noted in the Task, the evaluator must test each item in the skills section by observing the applicant perform each one. As safety of flight conditions permit, the evaluator should use questions during flight to test knowledge and risk management elements not evident in the demonstrated skills. To the greatest extent practicable, evaluators should test the applicant's ability to apply and correlate information and use rote questions only when they are appropriate for the material being tested.
If the Task includes a knowledge or risk element with sub-elements, the evaluator may choose the primary element and select at least one sub-element to satisfy the requirement. Selection of the sub-element satisfies the requirement for one element unless otherwise noted.
For example, an evaluator who chooses FI.I.F.K2 may select a sub-element such as FI.I.F.K2b to satisfy the requirement to select one knowledge element.
The References for each Task indicate the source material for Task elements. For example, in the Task element "Acceptable weather products and resources required for preflight planning, current and forecast weather for departure, en route, and arrival phases of flight such as:" (AI.III.C.K2), the applicant should be prepared for questions on any weather product presented in the references for that Task.
Note: When administering a test, the Tasks appropriate to the class airplane (ASEL, ASES, AMEL, or AMES) used for the test must be included in the plan of action.
The FAA encourages applicants and instructors to use the ACS when preparing for the airman knowledge tests and practical tests. Evaluators must conduct the practical test in accordance with the current ACS and FAA regulations pursuant to 14 CFR part 61, section 61.43. If an applicant is entitled to credit for Areas of Operation previously passed as indicated on a Notice of Disapproval of Application or Letter of Discontinuance, evaluators shall use the ACS currently in effect on the date of the test.
The ground portion of the practical test allows the evaluator to determine whether the applicant is sufficiently prepared to advance to the flight portion of the practical test. The applicant must pass the ground portion of the practical test before beginning the flight portion. The oral questioning will continue throughout the entire practical test.
Instructor Responsibilities
The instructor trains and qualifies the applicant to meet the established standards for knowledge, risk management, and skill elements in all Tasks appropriate to the certificate and rating sought. The instructor should use this ACS and its references when preparing the applicant to take the practical test and when retraining the applicant to proficiency in any subject(s) missed on the knowledge test.
Evaluator Responsibilities
An evaluator includes the following:
The evaluator who conducts the practical test verifies the applicant has met the aeronautical experience requirements specified for a certificate or rating before administering the test. During the practical test, the evaluator determines whether the applicant meets the established standards of aeronautical knowledge, risk management, and skills for the Tasks in the appropriate ACS.
The evaluator must develop a plan of action (POA) that includes all required Areas of Operation and Tasks and administer each practical test in English. The POA must include scenario(s) that evaluate as many of the required Areas of Operation and Tasks as possible. As a scenario unfolds during the test, the evaluator will introduce problems and simulate emergencies that test the applicant's ability. The evaluator has the discretion to modify the POA to accommodate unexpected situations as they arise or suspend and later resume a scenario to assess certain Tasks.
Prior to and throughout the evaluation, the evaluator ensures the applicant meets the FAA Aviation English Language Standard (AELS). An applicant must be able to communicate in English in a discernible and understandable manner with air traffic control (ATC), pilots, and others involved in preparing an aircraft for flight and operating an aircraft in flight. This communication may or may not involve radio communications. An applicant for an FAA certificate or rating issued in accordance with 14 CFR parts 61, 63, 65, or 107 who cannot hear or speak due to a medical deficiency may be eligible for an FAA certificate with specific operational limitations.
If the applicant's ability to meet the FAA AELS comes into question before starting the practical test, the evaluator will not begin the practical test. An evaluator other than an ASI will check the box, "Referred to FSO for Aviation English Language Standard Determination," located on the bottom of page 2 of the applicant's FAA Form 8710-1, Airman Certificate and/ or Rating Application, or FAA Form 8710-11, Airman Certificate and/or Rating Application - Sport Pilot, as applicable. The evaluator will refer the applicant to the appropriate Flight Standards Office (FSO).
If the applicant's ability to meet the FAA AELS comes into question after the practical test begins, an evaluator who other than an ASI will discontinue the practical test and check the box, "Referred to FSO for Aviation English Language Standard Determination," on the application. The evaluator will also issue FAA Form 8060-5, Notice of Disapproval of Application, with the comment "Does Not Demonstrate FAA AELS" in addition to any unsatisfactory Task(s). The evaluator will refer the applicant to the appropriate FSO. ASIs conducting the practical test may assess an applicant's English language proficiency in accordance with FAA Order 8900.1.
In either case, the evaluator must complete and submit the application file through normal application procedures and evaluators other than an ASI notify the appropriate FSO of the referral.
If the ability of an FAA certificated airman comes into question prior to or during a required regulatory check (e.g., proficiency check) the evaluator other than an ASI will not continue the check or provide an endorsement indicating completion. The evaluator will refer the airman to the jurisdictional FAA field office for further determination of ability to meet the FAA AELS.
For additional information, reference AC 60-28, FAA English Language Standard for an FAA Certificate issued under 14 CFR parts 61, 63, 65, and 107, as amended.
The abbreviation(s) within parentheses immediately following a Task refers to the category and/or class airplane appropriate to that Task. The absence of a class indicates the Task is for all classes. The meaning of each abbreviation is as follows:
The evaluator conducting the practical test must determine that the applicant meets acceptable standards of teaching ability in the selected Tasks. The evaluator makes this determination by confirming the applicant's:
During the flight portion of the practical test, the evaluator may act as a student during selected maneuvers. This gives the evaluator an opportunity to evaluate the flight instructor applicant's ability to analyze and correct simulated common errors related to these maneuvers.
Possible Outcomes of the Test
A practical test has three possible outcomes: (1) Temporary Airman Certificate (satisfactory), (2) Notice of Disapproval of Application (unsatisfactory), or (3) Letter of Discontinuance.
If the evaluator determines that a Task is incomplete, or the outcome is uncertain, the evaluator must require the applicant to repeat that Task, or portions of that Task. This provision does not mean that instruction, practice, or the repetition of an unsatisfactory Task is permitted during the practical test.
Satisfactory Performance
Refer to 14 CFR part 61, section 61.43, for satisfactory performance requirements. Satisfactory performance will result in the issuance of a temporary certificate
Unsatisfactory Performance
If, in the judgment of the evaluator, the applicant does not meet the standards for any Task, the applicant fails the Task and associated Area of Operation and the evaluator issues a Notice of Disapproval of Application. The evaluator lists the Area(s) of Operation in which the applicant did not meet the standard, any Area(s) of Operation not tested, and the number of practical test failures. The evaluator should also list the Tasks failed or Tasks not tested within any unsatisfactory or partially completed Area(s) of Operation. 14 CFR part 61, section 61.43(c)-(f) provides additional unsatisfactory performance requirements and parameters. Typical areas of unsatisfactory performance and grounds for disqualification include:
The evaluator or the applicant may end the test if the applicant fails a Task. The evaluator may continue the test only with the consent of the applicant. The applicant receives credit only for those Areas of Operation and the associated Tasks performed satisfactorily.
Letter of Discontinuance
Refer to 14 CFR part 61, section 61.43(e)(2) for conditions to issue a letter of discontinuance. If discontinuing a practical test for reasons other than unsatisfactory performance (e.g., equipment failure, weather, illness), the evaluator must return all test paperwork to the applicant. The evaluator must prepare, sign, and issue a Letter of Discontinuance that lists those Areas of Operation the applicant successfully completed and the time period remaining to complete the test to receive credit for previously completed Areas of Operation. The evaluator should advise the applicant to present the Letter of Discontinuance to the evaluator when the practical test resumes in order to receive credit for the items successfully completed. The Letter of Discontinuance becomes part of the applicant's certification file.
Time Limit and Credit after a Discontinued Practical Test
Refer to 14 CFR part 61, sections 61.39(f) and 61.43(f) after issuance of a Letter of Discontinuance or Notice of Disapproval of Application.
Appendix 2: Safety of Flight
General
Safety of flight must be the prime consideration at all times. The evaluator, applicant, and crew must be continually alert for other traffic. If performing aspects of a given maneuver, such as emergency procedures, would jeopardize safety, the evaluator will ask the applicant to simulate that portion of the maneuver. The evaluator will assess the applicant's use of visual scanning and collision avoidance procedures throughout the entire test.
Stall and Spin Awareness
During flight training and testing, the applicant and the instructor or evaluator must always recognize and avoid operations that could lead to an inadvertent stall or spin and inadvertent loss of control.
Use of Checklists
Throughout the practical test, the applicant is evaluated on the use of an appropriate checklist. Assessing proper checklist use depends upon the specific Task. In all cases, the evaluator should determine whether the applicant demonstrates CRM, appropriately divides attention, and uses proper visual scanning. In some situations, reading the actual checklist may be impractical or unsafe. In such cases, the evaluator should assess the applicant's performance of published or recommended immediate action "memory" items along with their review of the appropriate checklist once conditions permit.
In a single-pilot aircraft, the applicant should demonstrate the crew resource management (CRM) principles described as single-pilot resource management (SRM). Proper use depends on the specific Task being evaluated. If the use of the checklist while accomplishing elements of an Objective would be either unsafe or impractical in a single-pilot operation, the applicant should review the checklist after accomplishing the elements.
Positive Exchange of Flight Controls
A clear understanding of who has control of the aircraft must exist. Prior to flight, the pilots involved should conduct a briefing that includes reviewing the procedures for exchanging flight controls.
The FAA recommends a positive three-step process for exchanging flight controls between pilots:
Pilots should follow this procedure during any exchange of flight controls, including any occurrence during the practical test. The FAA also recommends that both pilots use a visual check to verify that the exchange has occurred. Doubt as to who is flying the aircraft should not occur.
Use of Distractions
Numerous studies indicate that many accidents have occurred when the pilot has been distracted during critical phases of flight. The evaluator should incorporate realistic distractions during the flight portion of the practical test to evaluate the pilot's situational awareness and ability to utilize proper control technique while dividing attention both inside and outside the flight deck.
Aeronautical Decision-Making, Risk Management, Crew Resource Management, and Single-Pilot Resource Management
Throughout the practical test, the evaluator must assess the applicant's ability to use sound aeronautical decision-making procedures in order to identify hazards and mitigate risk. The evaluator must accomplish this requirement by reference to the risk management elements of the given Task(s), and by developing scenarios that incorporate and combine Tasks appropriate to assessing the applicant's risk management in making safe aeronautical decisions. For example, the evaluator may develop a scenario that incorporates weather decisions and performance planning.
In assessing the applicant's performance, the evaluator should take note of the applicant's use of CRM and, if appropriate, SRM. CRM/SRM is the set of competencies that includes situational awareness, communication skills, teamwork, task allocation, and decision-making within a comprehensive framework of standard operating procedures (SOP). SRM specifically refers to the management of all resources onboard the aircraft, as well as outside resources available to the single pilot.
If an applicant fails to use aeronautical decision-making (ADM), including SRM/CRM, as applicable in any Task, the evaluator will note that Task as failed. The evaluator will also include the ADM Skill element from the Flight Deck Management Task on the Notice of Disapproval of Application.
Multiengine Considerations
On multiengine practical tests, where the failure of the most critical engine after liftoff is required, the evaluator must consider local atmospheric conditions, terrain, and type of aircraft used. The evaluator must not simulate failure of an engine until attaining an altitude of at least 400 feet AGL and at least minimum single-engine speed (VSSE), best single-engine angle-of- climb speed (VXSE), or best single-engine rate-of-climb (VYSE).
The applicant must supply an airplane that does not prohibit the demonstration of feathering the propeller in flight. However, an applicant holding an unrestricted AMEL rating may take a practical test for the addition of an AMES rating in an AMES without propeller feathering capability. Practical tests conducted in a flight simulation training device (FSTD) can only be accomplished as part of an approved curriculum or training program pursuant to 14 CFR part 61, section 61.64. Any limitations or powerplant failure will be noted in that program.
For safety reasons, when the practical test is conducted in an airplane, the applicant must perform Tasks that require feathering or shutdown only under conditions and at a position and altitude where it is possible to make a safe landing on an established airport if there is difficulty in unfeathering the propeller or restarting the engine. The evaluator must select an entry altitude that will allow the single-engine demonstration Tasks to be completed no lower than 3,000 feet AGL or the manufacturer's recommended altitude (whichever is higher). If it is not possible to unfeather the propeller or restart the engine while airborne, the applicant and the evaluator should treat the situation as an emergency. At altitudes lower than 3,000 feet AGL, engine failure should be simulated by reducing throttle to idle and then establishing zero thrust.
Engine failure (simulated) during takeoff should be accomplished prior to reaching 50 percent of the calculated VMC.
Single-Engine Considerations
For safety reasons, the evaluator will not request a simulated powerplant failure in a single-engine airplane unless it is possible to safely complete a landing.
Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations
Aircraft Requirements & Limitations
If the aircraft has inoperative equipment and can be operated in accordance with 14 CFR part 91, section 91.213, it must be determined if any inoperative instruments or equipment are required to complete the practical test. The inoperative equipment must not interfere with practical test requirements.
Equipment Requirements & Limitations
The aircraft must meet the requirements as outlined in 14 CFR part 61, section 61.45.
To assist in management of the aircraft during the practical test, the applicant is expected to demonstrate automation management skills by utilizing installed, available, or airborne equipment such as autopilot, avionics and systems displays, and/or a flight management system (FMS). The evaluator is expected to test the applicant's knowledge of the systems that are available or installed and operative during both the ground and flight portions of the practical test. If the applicant has trained using a portable electronic flight bag (EFB) to display charts and data and wishes to use the EFB during the practical test, the applicant is expected to demonstrate appropriate knowledge, risk management, and skill appropriate to its use.
If the practical test involves maneuvering the aircraft solely by reference to instruments, the applicant is required by 14 CFR part 61, section 61.45(d)(2) to provide an appropriate view limiting device acceptable to the Administrator. The applicant and the evaluator should establish a procedure as to when and how this device should be donned and removed and brief this procedure before the flight. This device must prevent the applicant from having visual reference outside the aircraft, but it must not restrict the evaluator's ability to see and avoid other traffic. The use of the device does not apply to specific elements within a Task when there is a requirement for visual references.
Use of Flight Simulation Training Devices (FSTD)
Applicants for a pilot certificate or rating can accomplish all or part of a practical test or proficiency check in an FSTD qualified under 14 CFR part 60, which includes full flight simulators (FFS) or flight training devices (FTD), only when conducted within an FAA-approved training program. Each operational rule part identifies additional requirements for the approval and use of FSTDs in an FAA-approved training program.
Credit for Pilot Time in an FSTD
14 CFR part 61 and part 141 specify the minimum experience requirements for each certificate or rating sought. 14 CFR part 61 and the appendices to part 141 specify the maximum amount of FFS or FTD flight training time an applicant can apply toward those experience requirements.
Use of Aviation Training Devices (ATD)
Applicants for a pilot certificate or rating cannot use an ATD to accomplish a practical test, a 14 CFR part 61, section 61.58 proficiency check, or the flight portion of a 14 CFR part 61, section 61.57 flight review. An ATD is defined in 14 CFR part 61, section 61.1.
The FAA's General Aviation and Commercial Division evaluates and approves ATDs as permitted under 14 CFR part 61, section 61.4(c) and FAA Order 8900.1. Each ATD is then issued an FAA letter of authorization (LOA) that is valid for 60 calendar months. The LOA for each ATD lists the pilot time credit allowances and associated limitations. The Pilot Training and Certification Group public website provides a list of the FAA-approved ATDs and the associated manufacturer.
Credit for Pilot Time in an ATD
14 CFR part 61 and part 141 specify the minimum experience requirements for each certificate or rating sought. 14 CFR part 61 and the appendices to part 141 specify the maximum amount of ATD flight training time an applicant can apply toward those experience requirements. The LOA for each FAA-approved ATD lists the pilot time credit allowances and the associated limitations.
Evaluators must request an applicant to provide a copy of the manufacturer's LOA when using ATD flight training time credit to meet the minimum experience requirements for an airman pilot certificate, rating, or privilege.
Operational Requirements, Limitations, & Task Information
VIII. Takeoffs, Landings, and Go-Arounds
Task M. Power-Off 180° Accuracy Approach and Landing (ASEL, ASES)
Note that certain single-engine turboprop airplanes experience an excessive rate of descent if the power is set to flight idle. In some cases, if the powerplant failed, the manufacturer's checklist calls for feathering the propeller during a power-off glide. During flight training in these airplanes, the propeller is not feathered as would be the case in an emergency or true power-off glide. During training and pilot certification, where the manufacturer's checklist calls for propeller feathering in a power-off situation, the pilot should set sufficient power to provide the performance that would be expected with the propeller feathered.
Initiating a go-around as a result of an applicant's inability to complete this Task within the tolerances specified in the skill elements is considered unsatisfactory. Runway safety concerns beyond the control of the applicant or evaluator that necessitate a go-around would not be considered unsatisfactory. The applicant and evaluator must not sacrifice the safety of flight and force a landing to complete this Task.
X. Slow Flight, Stalls, and Spins (Spins apply to ASEL)
Some stall Tasks allow for demonstration or teaching of full stalls. With the exception of Task H - Secondary Stalls (where a full stall occurs) and Task E - Accelerated Stall (where the recovery occurs at the first indication), the evaluator has discretion to ask for recovery at the first indication of a stall or after a full stall occurs. Applicants should train and prepare to demonstrate or teach full stalls where appropriate; however, the applicant and the evaluator must review this area of operation during the preflight briefing.
The flight instructor normally demonstrates stall Tasks F, G, and H to learners for the purposes of familiarization and stall/ spin awareness. Private and commercial pilot certification does not include these Tasks.
Task A. Maneuvering During Slow Flight and Task B. Demonstration of Flight Characteristics at Various Configurations and Airspeeds
Evaluation criteria for this Task should recognize that environmental factors (e.g., turbulence) may result in a momentary activation of stall warning indicators such as the stall horn. If the applicant recognizes the stall warning indication and promptly makes an appropriate correction, a momentary activation does not constitute unsatisfactory performance on this Task. As with other Tasks, unsatisfactory performance would arise from an applicant's continual deviation from the standard, lack of correction, and/or lack of recognition.
Task C. Power-Off Stalls
Evaluation criteria for a recovery from an approach to stall should not mandate a predetermined value for altitude loss and should not mandate maintaining altitude during recovery. Proper evaluation criteria should consider the multitude of external and internal variables that affect the recovery altitude.
Task D. Power-On Stalls
In some high-performance airplanes, the power setting may have to be reduced below the ACS guidelines power setting to prevent pitch attitudes greater than 30° nose up. Evaluation criteria for a recovery from an approach to stall does not mandate a predetermined value for altitude loss and does not mandate maintaining altitude during recovery. Proper evaluation criteria considers the multitude of external and internal variables that affect the recovery altitude.
Task E. Accelerated Stalls
Pilots must set power for airspeed at or below the design maneuvering speed (VA) for the airplane. In a multiengine airplane a successful recovery occurs at the first indication of a stall. Delaying application of power until the airplane reaches a wings level altitude, attains a speed that exceeds VMC, and responds normally to control inputs is acceptable. A pilot should delay application of high power if the aircraft is not above VMC and responding as expected.
Evaluation criteria for a recovery from an approach to stall should not mandate a predetermined value for altitude loss and should not mandate maintaining altitude during recovery. Proper evaluation criteria should consider the multitude of external and internal variables that affect the recovery altitude.
Task G. Elevator Trim Stalls
The applicant and evaluator must brief the recovery prior to stall execution. A realistic scenario includes a simulated short- field approach at altitude trimmed for approach airspeed, low power, and full flaps.
Task H. Secondary Stalls
Secondary stalls include a full stall.
XII. Emergency Operations
Task B. Emergency Approach and Landing (Simulated) (ASEL, ASES)
Execution must allow for a safe landing in the event of an actual engine failure.
Task D. Emergency Equipment and Survival Gear
For airplanes that include a ballistic parachute, applicants must follow the manufacturer's procedures for arming and disarming the system before and after flight. Testing of an applicant's knowledge regarding how and when to use the system and how to manage associated risks may include simulation and briefing of procedures but not actual deployment of the system.
Task E. Engine Failure During Takeoff Before VMC (Simulated) [Airplane, Multiengine Land (AMEL); Airplane, Multiengine Sea (AMES)]
Engine failure (simulated) during takeoff should be accomplished prior to reaching 50 percent of the calculated VMC.
Task F. Engine Failure After Liftoff (Simulated) (AMEL, AMES)
The evaluator must not simulate failure of an engine until attaining an altitude of at least 400 feet AGL and at least minimum single-engine speed (VSSE), best single-engine angle-of-climb speed (VXSE), or best single-engine rate-of-climb (VYSE).
Task G. Approach and Landing with an Inoperative Engine (Simulated) [Airplane, Multiengine Land (AMEL); Airplane, Multiengine See (AMES)]
For tests conducted in a propeller-driven airplane (other than those that require a type rating), the evaluator shall require the instructor applicant to simultaneously demonstrate and explain procedures for landing with a simulated feathered propeller with the engine set to zero thrust .
The applicant must simultaneously demonstrate and explain at least one landing with a simulated feathered propeller with the powerplant set to zero thrust. For all other airplanes, follow the manufacturer's recommended procedures.
XIII. Multiengine Operations
Airplanes with normally aspirated engines will lose power as altitude increases because of the reduced density of the air entering the induction system of the engine. This loss of power will result in a VMC lower than the stall speed at higher altitudes. Therefore, recovery should be made at the first indication of loss of directional control, stall warning, or buffet. Do not perform this maneuver by increasing the pitch attitude to a high angle with both engines operating and then reducing power on the critical engine. This technique is hazardous and may result in loss of airplane control.
Private and Commercial Pilot ACS: Skills Metrics
CFI Candidates should memorize all of the numeric values associated with flight operations and maneuvers in the Private Pilot and Commercial Pilot Airman Certification Standards (ACS) documents.
IV. Takeoffs, Landings, and Go-Arounds
"Plus ten/minus five" is the rule for all takeoffs, landings, and go-arounds. The forward slip to landing must be on the specified point or no more than 400 feet beyond.
| Operation or Maneuver | Private Pilot |
| A. Normal Takeoff and Climb | +10/-5 knots |
| B. Normal Approach and Landing | +10/-5 knots with gust factor applied |
| C. Soft-Field Takeoff and Climb | +10/-5 |
| D. Soft-Field Approach and Landing | +10/-5 knots with gust factor applied |
| E. Short-Field Takeoff and Maximum Performance Climb | +10/-5 knots |
| F. Short-Field Approach and Landing | +10/-5 knots with gust factor applied |
| M. Forward Slip to a Landing | 400 feet beyond or on the specified point |
| N. Go-Around/Rejected Landing | +10/-5 knots |
V. Performance and Ground Reference Maneuvers
Altitude ±100 feet and airspeed ±10 knots are standard.
| Operation or Maneuver | Private Pilot |
| A. Steep Turns | 360° steep turn with 45° bank
altitude ±100 feet airspeed ±10 knots bank ±5° roll out ±10° |
| B. Ground Reference Maneuvers | Enter 600 <> 1,000 ft. AGL
45° course to the downwind leg (rectangular course) altitude ±100 feet airspeed ±10 knots |
VI. Navigation
These are all altitude ±200 feet and heading ±15°
| Operation or Maneuver | Private Pilot |
| A. Pilotage and Dead Reckoning | altitude ±200 feet
heading ±15° |
| B. Navigation Systems and Radar Services | altitude ±200 feet
heading ±15° |
| C. Diversion | altitude ±200 feet
heading ±15° |
VII. Slow Flight and Stalls
Slow flight airspeed may not go below the specific airspeed. Bank angles in stalls have restrictions.
| Operation or Maneuver | Private Pilot |
| A. Maneuvering During Slow Flight | altitude, ±100 feet
heading, ±10° airspeed +10/-0 knots angle of bank, ±10° |
| B. Power-Off Stalls | completed no lower than 1,500 feet AGL
heading ±10° while inducing the stall, bank not to exceed 20°, ±10° if in turning flight |
| C. Power-On Stalls | completed no lower than 1,500 feet AGL
heading ±10° while inducing the stall, bank not to exceed 20°, ±10° if in turning flight |
VIII. Basic Instrument Maneuvers
Everything here is altitude ±200 feet, heading ±20°, and airspeed ±10 knots. However, the roll out from a turn is ±10°.
| Operation or Maneuver | Private Pilot |
| A. Straight-and-Level Flight | altitude ±200 feet
heading ±20° airspeed ±10 knots |
| B. Constant Airspeed Climbs | altitude ±200 feet
heading ±20° airspeed ±10 knots |
| C. Constant Airspeed Descents | altitude ±200 feet
heading ±20° airspeed ±10 knots |
| D. Turns to Headings | altitude ±200 feet
roll out ±10° airspeed ±10 knots |
| F. Radio Communications, Navigation Systems/Facilities, and Radar Services | altitude ±200 feet
heading ±20° airspeed ±10 knots |
IX. Emergency Operations
Airpseed on the emergency descent cannot exceed Vno. However, airpseed on emergency approach is ±10 knots of Vg.
| Operation or Maneuver | Private Pilot |
| A. Emergency Descent | bank angle 30° <> 45°
airspeed +0/-10 knots level off ±100 feet |
| B. Emergency Approach and Landing | best glide airspeed, ±10 knots |