✈️ Aviation Brief — Issue #66
Weekly insights for student pilots and the instructors who train them.
THIS WEEK'S TOPIC
IA.V.A — Precision Approach (Instrument Rating ACS)
**1. ACS STANDARDS SUMMARY**
For task IA.V.A (Precision Approach), the ACS requires you to execute an ILS approach in instrument conditions by briefing and loading the procedure, intercepting and tracking both the localizer and glideslope within published tolerances (altitude ±100 feet until glideslope intercept, then airspeed ±10 KIAS, heading/track ±10°, and descent rate appropriate for the 3° glidepath). You must maintain a stabilized descent, make the decision at the published decision altitude (DA), and either continue to land or execute the missed approach procedure without delay. The examiner expects smooth, timely corrections, proper aircraft configuration changes, and clear callouts rather than chasing needles or making large control inputs.
**2. THREE COMMON STUDENT MISTAKES**
- Chasing the glideslope needle with constant pitch changes instead of making small, timed corrections and letting the airplane settle.
- Failing to reduce power and configure the aircraft early enough, resulting in being high and fast at the DA with an unstabilized descent.
- Fixating on the approach plate or instruments inside the final approach fix and neglecting the basic six-pack scan, which causes heading or airspeed deviations that grow unchecked.
**3. CFI PRO TIP**
Teach students to treat the approach like flying a “highway in the sky” by making one small correction every 5–10 seconds based on trend, not current needle position. This simple rhythm reduces over-controlling and helps them stay ahead of the airplane instead of reacting to every wiggle.
**4. SAFETY SPOTLIGHT**
NTSB accident data and numerous ASRS reports show that many ILS-related incidents involve continuing below the DA on an unstabilized approach, especially when the airplane is fast or the descent rate is excessive. A common pattern is pilots who capture a false glideslope or fail to cross-check altitude and rate, leading to controlled flight toward terrain or a runway overrun in low visibility.
**5. DID YOU KNOW**
An ILS actually transmits multiple glideslope signals; the usable 3° path sits above false glideslopes at roughly 6° and 9°, so an early high intercept can put you on the wrong slope if you don’t verify altitude at the final approach fix.
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