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ACS Written Test codes for Instrument Pilot FAA Written Test Results

Leave a Comment / Written Prep / By Oscar Sigl

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

ACS Written Test codes for Private Pilot FAA Written Test Results

1 Comment / Written Prep / By Oscar Sigl

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

Lost of Comms under IFR

1 Comment / Flight Training, Uncategorized / By Oscar Sigl

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