Prepare for: Precision Approaches (ILS, LPV)
Approaches with lateral and vertical guidance down to a decision altitude.
Your CFI's syllabus and your airplane's POH come first. This page is a general study aid to help you show up prepared.
What you'll do
- Brief the approach, set up navigation, and confirm the correct frequency or procedure.
- Before the final approach segment: ±100 ft, ±10°, ±10 knots, ¾-scale CDI.
- Intercept the glideslope or glidepath and set a descent rate that matches it.
- Stay within ¾-scale of both needles and ±10 knots down to DA.
- At DA, land only if the runway environment is clearly visible; otherwise go missed immediately.
The standard you'll be held to
Quoted from the current FAA Airman Certification Standards for each level that tests this.
Instrument Rating ACS (FAA-S-ACS-8C)Task IR.VI.B · Precision Approach
- Accomplish the precision instrument approach(es) selected by the evaluator.
- Establish two-way communications with air traffic control (ATC) appropriate for the phase of flight or approach segment, and use proper communication phraseology.
- Select, tune, identify, and confirm the operational status of navigation equipment to be used for the approach.
- Comply with all clearances issued by ATC or the evaluator.
- Recognize if any flight instrumentation is inaccurate or inoperative, and take appropriate action.
- Advise ATC or the evaluator if unable to comply with a clearance.
- Complete the appropriate checklist(s).
- Establish the appropriate aircraft configuration and airspeed considering meteorological and operating conditions.
- Maintain altitude ±100 feet, selected heading ±10°, airspeed ±10 knots, no more than ¾ scale CDI deflection, and accurately track radials, courses, or bearings, prior to beginning the final approach segment.
- Adjust the published DA/DH and visibility criteria for the aircraft approach category, as appropriate, to account for NOTAMS, inoperative aircraft or navigation equipment, or inoperative visual aids associated with the landing environment.
- Establish a predetermined rate of descent at the point where vertical guidance begins, which approximates that required for the aircraft to follow the vertical guidance.
- Maintain a stabilized final approach from the final approach fix (FAF) to DA/DH allowing no more than ¾-scale deflection of either the vertical or lateral guidance indications, and maintain the desired airspeed ±10 knots.
- Immediately initiate the missed approach procedure when at the DA/DH, and the required visual references for the runway are not unmistakably visible and identifiable.
- Transition to a normal landing approach (missed approach for seaplanes) only when the airplane 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.
- Maintain a stabilized visual flight path from the DA/DH to the runway aiming point where a normal landing may be accomplished within the touchdown zone.
- Use a multi-function display (MFD) and other graphical navigation displays, if installed, to monitor position, track wind drift, and to maintain situational awareness.
- Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.
Read it in the FAA handbooks
The official chapters behind this page. Each link opens the exact chapter, free on faa.gov. See the full Study Library.
Prepare the night before
- Know your descent rate for the glideslope at different groundspeeds.
- Brief the missed approach first.
Common mistakes
- Chasing the glideslope needle.
- Hesitating at DA.
Questions to ask your instructor
- What's the target descent rate in this airplane?
- How should I brief approaches?
Check yourself
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