Instrument Flying

CHAPTER 1

THE INSTRUMENT RATING

TRAINING REQUIREMENTS

Without an Instrument Rating (IR) in your licence, you will not be employable as a commercial pilot, unless you are considering flight instruction, glider towing, crop spraying or perhaps aerial photography as a career! An IR permits entry into controlled airspace under Instrument Flight Rules, an essential for the airline pilot. Training for the IR must be in accordance with JAR FCL 1 and must be approved by the Civil Aviation Authority. The test, however, must be taken within a JAA JAR FCL approved state and, in the UK, with a CAA employed flight examiner.

The multi-engine IR (A) course (for aeroplanes) has the following minimum requirements:

1.

55 hours instrument time under instruction, which may include 2 or 3 below, but must include 4.

2.

25 hours (maximum) in an FNPT 1 if approved by the CAA.

3.

40 hours (maximum) in an FNPT 2 or flight simulator if approved by the CAA. With the agreement of the authority, no more than 10 hours of this 40 can be done in an FNPT 1.

4.

15 hours in a multi-engine aircraft.

Holders of a CPL (A), or those who have passed a CPL skill test and have met all the requirements for a CPL issue, can have the 55-hour minimum reduced to 50 hours.

The flight test for the Commercial Instrument Rating is usually carried out in a multi-engined aircraft, but not a centre-line-thrust, two-engine machine. A candidate for the flight test should either hold a multi-engine class rating or have passed the test for such a rating within the preceding six months.

More comprehensive information on training requirements and flying experience requirements can be obtained from the latest copy of Standards Document 1 Appendix D. Don't leave home without it!

TEST PROFILE

The idea that the IR test's standard profile comprises en-route, ILS, EFATO, asymmetric hold, NDB and general handling is incorrect. Some test centres frequently fly asymmetric ILS approaches because such profiles allow them to get the job done more efficiently. At Oxford, for example, there are few situations where it becomes imperative to fly an asymmetric ILS, although such situations may arise because of the reluctance of some airfields to allow procedural approaches. Consequently, applicants should not be surprised to have to fly an asymmetric ILS if the situation demands it.

Similarly, radar vectored NDB approaches may be flown, although it is more common for these to be flown from a procedure. Because of the problems of removing screens at DA/DH and the proximity of ACA, the asymmetric ILS is likely to lead to an asymmetric IFR go-around. If a visual circuit is then to be flown, the examiner will remove the screens once the aircraft is climbing safely and re-orient the applicant as necessary before the turn downwind.

The Test

The IR test is divided into six main sections:

1.

Pre-flight operations and the departure.

2.

General handling on instruments.

3.

Fn-route IFR procedures.

4.

Precision approaches, go-around or landing.

5.

Non-precision approach, go-around or landing.

6.

Asymmetric flight.

Either Section 4 or 5 must be flown following an ATC procedural clearance. The other approach may be carried out by following radar vectors. A hold will be a requisite on either Section 4 or 5.

The Instrument Rating initial flight test, as taken in the UK, must be conducted by a CAA employed flight examiner. It is designed to simulate as closely as possible a real trip.

Typically, the test will be based on a public transport flight from aerodrome A to airport B. At B, a radar vectored ILS will be flown, but on reaching decision altitude, the runway will be deemed not visible, and a go-around and missed approach will be required. During the go-around, an engine failure will be simulated. The necessary drills must be followed and the decision made to divert to airport C, where a hold and a non-precision asymmetric approach will be performed, eventually to an asymmetric committal altitude. This will be followed by a visual asymmetric circuit to a landing. At some stage during the flight, the examiner will want to see some limited-panel flying, including turns on to specific headings and recoveries from unusual attitudes, as well as two stall recoveries in full panel.

I should point out that not all flights will follow this pattern. Due to availability of radio aids, you may find yourself flying an asymmetric ILS approach and a symmetric NDB or non-precision approach. The examiners are not restricted to a set format. The good news is that all the aerodromes A, B and C will be known to you before you depart, and the format of the test will have been briefed in detail. Only the unforeseen or unplanned will affect the schedule. Fingers crossed, it should go to plan!

The flight examiner will choose a route for the test that may, or may not, start and end at the same aerodrome, but will not normally exceed a distance of 150 nautical miles. Typically, the flight should not last more than two-and-a-half hours.

PASS OR FAIL?

All sections of the test must be completed within six months. For the purpose of the IR issue, the skill test remains valid for six months. Prior to taking the actual test, a candidate is required to obtain what is known as the 170A in the same class of aircraft. This is achieved by flying with an authorized 170A flight instructor, who will confirm on the form his confidence that you stand a good chance of passing the test, that he has verified your hours and that you are entitled to fly with the CAA. You should also have passed all the appropriate examinations. Exceptions can be made if you're on an integrated course.

An IR test allows two attempts at completion, assuming a partial pass was achieved on the first attempt. A partial pass is granted when only one section is failed at the first attempt. Failure of more than one section is considered a full fail, requiring a complete retest at the next attempt. All 'partials' require a re-examination of Section One in addition to the section actually failed. If on the 'partial' retest, you fail to make the grade again, a complete new test must be taken, with all sections being examined. If you achieve a complete fail on your first attempt, even though you may have passed some sections, you will be examined on all sections at your next attempt.

Further training may be required following any failed test. Failure to achieve a pass in all sections of the test in two attempts will require further training as determined by the Authority. There is no limit (other than financial) to the number of attempts you are allowed at the Instrument Rating.

From this, you should appreciate that the most important section is the last one. Suppose, for instance, that you have inadvertently failed the departure, but the rest of the flight has been perfect as you approach the final section. Everything hangs on that final section. You must give it your very best to ensure that you walk away with a 'partial' and not a complete fail.

School report form.

CAA F170A certificate of training and competence.

CAA Instrument Rating skills test report form.

CAA application form for attachment of Instrument Rating to existing licence.

CAA application form for revalidation or renewal of an Instrument Rating.

ESSENTIAL CONSIDERATIONS

Tests for the Instrument Rating normally occupy a full morning or afternoon. Traditionally, there are two reporting times: 0845hr and 1245hr.

Prior to the reporting time, your flying instructor should ensure that all the necessary paperwork is in order. You should be in possession of form FCL 170A. This states that, in the opinion of the person who has signed it, you are ready and able to pass the flight test. Normally, the 170A flight is one of the last you will make prior to sitting the actual Instrument Rating test. Ideally, you will have been introduced to the examiner by your instructor on the previous day, and will know where his office is and where you will be doing your planning. This planning should be unassisted!

You should hold a current medical certificate (a licence is not necessary) and be able to show proof that either you hold a multi-engine class rating or have passed the test for such a rating in the previous six months. If your medical has lapsed, you may still be allowed to take the test at the discretion of the examiner.

The aircraft you intend using for the flight test should have been approved by the Authority. This involves having a CAA examiner inspect the aircraft, its paperwork and its blind-flying screens so that an approval form can be issued. Such forms are valid for twelve months and can only be renewed by a flight examiner or someone designated by the CAA.

At this stage, the examiner...