Instrument rating · ACS IR.VII.D
Approach with Loss of Primary Flight Instruments
This lesson covers flying an approach after the primary flight instruments fail: recognizing the failure, telling ATC, and flying on what remains.
Why this one matters
A failed attitude or heading indicator is dangerous mainly because it fails quietly: a tilting gyro looks like a real bank, and pilots follow it into an upset. Recognizing the failure early, covering it, and flying a simple approach on the remaining instruments is a proven way to land safely.
Can’t miss
- •Recognize the failure: instruments disagree, a suction or electrical warning, a red X. Find the odd one out by cross-checking.(Instrument Flying Handbook (FAA-H-8083-15B), Emergency Operations)
- •Cover the failed instrument so it can’t mislead you.(Instrument Flying Handbook (FAA-H-8083-15B), Emergency Operations)
- •Report it to ATC as soon as practical (91.187): your identification, the equipment affected, how much it impairs your IFR capability, and the help you want. Declaring an emergency (91.3) is a separate choice, made when you need priority.(14 CFR 91.187; 91.3)
- •Without the attitude indicator: pitch from the airspeed, altimeter and VSI; bank from the turn coordinator.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- •Without the heading indicator: timed standard-rate turns (3° per second; roll out on the turn coordinator when the time is up) and the magnetic compass, read only in straight, level, unaccelerated flight (UNOS in turns, ANDS with speed changes). The turn coordinator is primary for bank; the altimeter is primary for pitch.(Instrument Flying Handbook (FAA-H-8083-15B), Emergency Operations)
- •On glass: a display failure is fixed by reversion (the data moves to the other screen); a sensor failure (AHRS or air data) shows a red X that stays in reversion. Then fly the standby instruments and tell ATC.(Advanced Avionics Handbook (FAA-H-8083-6))
What you should know
Recognizing the failure K1 · K2
- Failure modes depend on the power source. Vacuum: the attitude and heading indicators drift and precess slowly while the suction gauge reads low. Electric: usually a warning flag or an abrupt loss. Check your POH for which gyro runs on which source; don't assume the turn coordinator survives every failure.(Instrument Flying Handbook (FAA-H-8083-15B), Emergency Operations; Your airplane's POH/AFM)
- Electrical failure: electric gyros, the PFD and the radios may go. Shed load per the POH to save the battery.(Your airplane's POH/AFM)
- AHRS or air data failure on glass: red X on attitude, heading, airspeed or altitude. Use the standby instruments.(Advanced Avionics Handbook (FAA-H-8083-6))
- Pitot-static failures affect airspeed and altitude; see the instruments lesson for patterns.(Instrument Flying Handbook (FAA-H-8083-15B))
Flying it R1 · R2
- Use the backup: standby attitude, the MFD in reversion, or the turn coordinator and pitot-static instruments.(Advanced Avionics Handbook (FAA-H-8083-6))
- Fly gently: standard-rate turns or less, small pitch changes, and trim.(Instrument Flying Handbook (FAA-H-8083-15B), Emergency Operations)
- The autopilot: disconnect it first. Re-engage only if the POH shows it doesn't use the failed source and it then tracks correctly, with your hand on the disconnect; expect to hand-fly on the checkride.(Advanced Avionics Handbook (FAA-H-8083-6); Your airplane's POH/AFM)
- Choose the simplest approach available, ideally with good weather. A no-gyro approach is a radar procedure (ASR, PAR or vectors): make standard-rate turns the moment ATC says "turn right" or "turn left", stop on "stop turn", and use half-standard rate on final only after ATC tells you to.(AIM 5-4-11)
Managing the workload R3
- Declare an emergency if you need priority. ATC can clear the way and give you time.(Instrument Flying Handbook (FAA-H-8083-15B), Emergency Operations)
- Prioritize aircraft control; let the radios and charts wait a few seconds. Use every resource (SRM): ATC, the autopilot if trustworthy, a passenger to hold a light or read a frequency.(Risk Management Handbook (FAA-H-8083-2A))
- Expect disorientation: a gyro that tumbled or drifted slowly has already fed you false cues, and the leans are common afterward. Believe the instruments that still work.(Instrument Flying Handbook (FAA-H-8083-15B))
On the flight
ACS standards
- Advise ATC or the evaluator if unable to comply with a clearance.(Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.D.S1)
- Complete a non-precision instrument approach without the primary flight instruments, to the IR.VI.A standards: before final, altitude ±100 feet, heading ±10°, airspeed ±10 knots; on final, no more than ¾-scale CDI deflection, airspeed ±10 knots, and the MDA +100/-0 feet.(Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.D.S2; IR.VI.A)
- Use single-pilot resource management (or CRM, as appropriate).(Instrument Rating ACS (FAA-S-ACS-8C), IR.VII.D.S3)
What your instructor is watching for
Your instructor watches for quick recognition, covering the failed instrument, a clear call to ATC, and smooth control on the remaining instruments.
Scenarios
Decide what you would do first, then see the worked answer.
Your PFD goes blank.
What do you do first? See the worked answer
Fly on the standby instruments, then switch the MFD to reversionary mode per the POH, and tell ATC.
Advanced Avionics Handbook (FAA-H-8083-6)
With no heading indicator, ATC says "turn right, stop turn".
What kind of approach is this? See the worked answer
A no-gyro radar approach: start a standard-rate turn at once, stop on "stop turn", and use half-standard rate on final only after ATC says so.
AIM 5-4-11
The nearest airport has an ILS but low weather; another 30 miles away is VFR.
Where do you go? See the worked answer
Probably the VFR airport if the airplane is controllable and fuel allows: the simplest approach to the best weather.
Risk Management Handbook (FAA-H-8083-2A)
Common mistakes
Following the failed gyro.
It leads into an upset.
Instead: Cross-check and cover it.
Not telling ATC.
They can’t help.
Instead: Say what failed and what you need.
Steep turns partial panel.
Easy to overbank.
Instead: Standard rate or less.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice approach with loss of primary flight instruments out loud with our examiner.
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Go to the source (free)
Teaching this? The instructor lesson plan →
Sources
- Instrument Flying Handbook (FAA-H-8083-15B): Human factors; attitude instrument flying; basic maneuvers; emergency operations
- Advanced Avionics Handbook (FAA-H-8083-6): Automation
- Instrument Rating ACS (FAA-S-ACS-8C): Areas IV and VII
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-13.