# IP.VI.B — Precision Approach — Instrument Rating Powered Lift ACS

> IP.VI.B from FAA-S-ACS-3, including the official objective, references, notes, and 28 exact knowledge, risk-management, and skill descriptions.

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Site reference: [https://www.check-ride.ai/llms.txt](https://www.check-ride.ai/llms.txt)

## Official Task context

- FAA document: Instrument Rating – Powered-Lift Airman Certification Standards
- Identifier: FAA-S-ACS-3
- Published source date: November 2023
- Aircraft category: Powered Lift
- Certificate or rating: Instrument Rating
- Area of Operation: Area of Operation VI. Instrument Approach Procedures
- Task: Task B. Precision Approach
- Task code prefix: IP.VI.B
- Official references: 14 CFR part 91; AC 90-105, AC 90-107; AIM; FAA-H-8083-2, FAA-H-8083-15, FAA-H-8083-16, FAA-H-8083-25; Terminal Procedures Publications
- FAA source library: https://www.faa.gov/training_testing/testing/acs

## Official Task objective

To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with performing precision approach procedures solely by reference to instruments.

## Knowledge elements

- **IP.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.
- **IP.VI.B.K2** — Navigation system displays, annunciations, and modes of operation.
- **IP.VI.B.K3** — Ground-based and satellite-based navigation systems (orientation, course determination, equipment, tests and regulations, interference, appropriate use of navigation data, signal integrity).
- **IP.VI.B.K4** — A stabilized approach, including energy management concepts.

## Risk management elements

- **IP.VI.B.R1** — Deviating from the assigned approach procedure.
- **IP.VI.B.R2** — Selecting a navigation frequency.
- **IP.VI.B.R3** — Management of automated navigation and autoflight systems.
- **IP.VI.B.R4** — Aircraft configuration during an approach and missed approach.
- **IP.VI.B.R5** — An unstable approach, including excessive descent rates.
- **IP.VI.B.R6** — Deteriorating weather conditions on approach.
- **IP.VI.B.R7** — Continuing to descend below the Decision Altitude (DA)/Decision Height (DH) when the required visual references are not visible.

## Skills elements

- **IP.VI.B.S1** — Accomplish the precision instrument approach(es) selected by the evaluator.
- **IP.VI.B.S2** — Establish two-way communications with air traffic control (ATC) appropriate for the phase of flight or approach segment, and use proper communication phraseology.
- **IP.VI.B.S3** — Select, tune, identify, and confirm the operational status of navigation equipment to be used for the approach.
- **IP.VI.B.S4** — Comply with all clearances issued by ATC or the evaluator.
- **IP.VI.B.S5** — Recognize if any flight instrumentation is inaccurate or inoperative, and take appropriate action.
- **IP.VI.B.S6** — Advise ATC or the evaluator if unable to comply with a clearance.
- **IP.VI.B.S7** — Complete the appropriate checklist(s).
- **IP.VI.B.S8** — Establish the appropriate aircraft configuration and airspeed considering meteorological and operating conditions.
- **IP.VI.B.S9** — 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.
- **IP.VI.B.S10** — 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.
- **IP.VI.B.S11** — 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.
- **IP.VI.B.S12** — 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.
- **IP.VI.B.S13** — 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.
- **IP.VI.B.S14** — Transition to a normal landing approach only when the aircraft is in a position from which a descent to a landing on the runway, or to a heliport, can be made at a normal rate of descent using normal maneuvering.
- **IP.VI.B.S15** — Maintain a stabilized visual flight path from the DA/DH to the runway aiming point or descend visually to a suitable touchdown point not aligned with the instrument runway final course, as directed by the evaluator.
- **IP.VI.B.S16** — Use a multi-function display (MFD) and other graphical navigation displays, if installed, to monitor position, track wind drift, and to maintain situational awareness.
- **IP.VI.B.S17** — Use single-pilot resource management (SRM) or crew resource management (CRM), as appropriate.

## Difficulty methodology

Difficulty calibration is ongoing for this Task. Observed difficulty is a privacy-thresholded check-ride.ai mock-oral practice proxy, not an FAA practical-test pass or fail rate. Underlying sample sizes and the private reporting threshold are not published.

## Official Task notes

- See Appendix 3: Aircraft, Equipment, and Operational Requirements & Limitations for information related to this Task.

## Use in practice

A mock examiner can ask a pilot to explain the published elements, apply them to the configured aircraft and airport context, identify risks, and defend a decision. Practice prompts are not represented as actual FAA examiner scripts or predictions of the questions a candidate will receive.