CFI-to-CFI Newsletter - Volume 11 Issue 1 - 23

STANDARDS DISSECTED
REMINDER: ON THEIR CHECKRIDES,
YOUR STUDENTS WILL BE REQUIRED TO
DEMONSTRATE MORE THAN JUST GOOD
STICK AND RUDDER SKILLS. For each
maneuver they also have to demonstrate an
understanding of at least one knowledge element
that the examiner selects from a list provided
in the ACS and must also be able to discuss at
least one risk management issue-also taken
from a menu of choices laid out in the ACS.
The demonstration of knowledge and risk
management is an extension of the oral exam
that continues throughout the ride.
THE BASIC INSTRUMENT MANEUVERS SECTION

There are six sub-sections in this part of the test.
Straight-and-level flight, climbs, descents, and
turns to headings all share the same knowledge
and risk management menus. Knowledge
boils down to an understanding of the flight
instruments: their sensitivity, limitations, and
potential errors, function and operation, and cross
check techniques.
Likewise, they share a common risk management
menu: instrument flying hazards; failure to seek
assistance in deteriorating situations, collision
hazards, and the always popular ACS distractions.

The exceptions to the rule in this section are
the sub-sections on recovery from unusual
flight attitudes, which has a different set of risk
management elements that focus on exceeding
the aircraft's envelope during recovery; and the
sub-section on nav facilities and radar-which
focuses on dialing up proper frequencies while
maintaining positive control of the airplane.
Skills for all but the unusual attitudes require
the traditional precision of ±200 feet, ±20º of
bank, and ±10 knots of speed. Unusual attitude
simply requires that your student doesn't scare
the #@&$% out of the examiner, although
the official verbiage from the ACS is to apply
"correct, coordinated, and smooth" application
of the controls while "staying within the
airplane's limitations and flight parameters."
THE EMERGENCY OPERATIONS SECTION

The ER section has seven sub-sections, but most
candidates will only need to worry about the first
four: emergency descent; emergency approach
and landing; malfunctions; and emergency
equipment and survival gear. The other three
sub-sections are for multiengine operations,
because, as with seaplanes, it is possible and
legal-if not common-to get your private ticket

in a twin or even a twin seaplane. In fact, the
section of the ACS that follows emergencies is
dedicated to multiengine operations.
Knowledge for descents includes a demonstrated
"understanding of" when an emergency descent
is indicated. Examples from the ACS are
depressurization, smoke, or engine fire. Risk
management elements for emergency landings
include "failure to follow a flightpath to the selected
landing area." The primary skill in systems failure
is being able to "describe appropriate action for
simulated emergences specified by the evaluator,"
who must choose at least three from a list of fifteen
possible malfunctions.
The emergency equipment and survival gear
knowledge elements include the "operation,
limitations, and testing requirements" for
emergency locator transmitters; fire extinguisher
nuts and bolts; and survival gear needs for various
flight operations, including extreme climates
and flights over both mountains and water. Risk
management is limited to planning for basic needs
for 48 to 72 hours with a focus on water, clothing,
and shelter. The skill set? Identify the on-board
emergency equipment and conduct a proper
passenger briefing on its location and use.
CFI-to-CFI Newsletter - Volume 11 Issue 1

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