Private pilot · ACS PA.VIII.F
Radio Communications, Navigation Systems/Facilities, and Radar Services
This task combines instrument flying with operating the radios and navigation equipment and using ATC services.
Why this one matters
A VFR pilot in cloud needs help, and the radio is the way to get it. But fiddling with radios and navigators while on instruments is when control is lost. This task trains doing both: keeping the airplane steady while talking to ATC and setting up navigation.
Can’t miss
- •Fly the airplane first: keep the attitude steady while changing frequencies or setting a course, in short steps with scans in between.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- •Find frequencies on the chart or in the Chart Supplement, and identify navaids by Morse code before using them.(AIM, Chapter 4 (air traffic control services for VFR aircraft))
- •ATC radar can help a VFR aircraft in difficulty only with two-way radio and within radar coverage; the help is advisory and doesn't authorize breaking any rule. Tell them you're a VFR pilot in IMC and choose a course to a landing in VFR conditions.(AIM 6-2-1)
- •Read back headings and altitudes and comply, unless you get an amended clearance, there's an emergency, or a TCAS resolution advisory. If you can't, say "unable" with the reason and request an alternative; if you're not sure, ask right away. Deviating in an emergency is under 91.3(b), and only as far as needed.(14 CFR 91.123; 91.3(b))
- •Use the GPS or VOR to track a course or go direct to an airport. The heading indicator shows heading, not track, and precesses (reset it to the compass in steady flight); the difference between your heading and the VOR or GPS track is wind drift, corrected with a wind correction angle.(PHAK (FAA-H-8083-25C), Flight Instruments)
- •Declare an emergency early if you’re in IMC without an instrument rating: it gets you priority and help.(AIM, Chapter 6, Emergency Procedures)
- •Use automation (autopilot, GPS direct-to) to reduce workload only in a mode you understand, engaged with the airplane in trim and a normal attitude; watch for mode confusion.(Risk Management Handbook (FAA-H-8083-2A))
What you should know
Radios and ATC K1 · K3
- Pick frequencies from the sectional, the Chart Supplement or the navigator. Facilities: the tower, approach control (TRACON) and center (ARTCC), which can give traffic advisories and vectors, workload permitting and within radar coverage (it isn't separation for VFR, and doesn't relieve you of your responsibilities); and Flight Service, which isn't ATC: briefings, weather, flight plans and emergency help, and it can relay clearances but can't issue them or give vectors.(AIM, Chapter 4 (air traffic control services for VFR aircraft); AIM 4-1)
- In distress: declare it, squawk 7700 with altitude reporting, and stay on your current frequency if you're in contact (121.5 if not). Give your call sign and type, the nature of the emergency, your position and altitude if known, your intentions, fuel remaining in time, and persons on board.(AIM 6-1-2; 6-2-2)
- Follow ATC instructions and read back headings and altitudes. If you can't comply, say "unable", give the reason and ask for an amended clearance; if you're unsure, ask at once.(14 CFR 91.123)
Navigation equipment K2
- VOR: tune, identify, set the course with the OBS, check the TO/FROM and OFF or NAV flag, then intercept and track the needle with a bracketing wind correction. GPS: select and verify the correct waypoint, confirm the active leg and that the CDI is set to the GPS source and sensitivity, and fly the track error rather than chasing the heading or the moving map.(PHAK (FAA-H-8083-25C), Flight Instruments; AIM 1-1-3, 1-1-17)
- The scan while you do it: set the attitude and power, trim so the airplane flies hands-off before you go heads-down, then work in short steps, coming back to the attitude indicator between each one and rechecking altitude, heading and airspeed.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
- Identify the VOR positively, by its Morse code or its recorded voice identification (the facility name and "VOR"); a voice from Flight Service or approach isn't identification. No ident means out of service; a TEST ident means maintenance: don't use a station you can't positively identify.(AIM 1-1-3)
- GPS "nearest" knows position and distance, not weather, runway suitability, terrain or fuel: check the weather with ATC, Flight Service or the AWOS/ASOS, and check the runway, terrain and fuel before you commit.(AIM, Chapter 6, Emergency Procedures)
Asking for help and using resources R1 · R2
- Ask for help early and declare an emergency if needed: VFR into IMC is an emergency for a VFR pilot.(AIM, Chapter 6, Emergency Procedures)
- Use resources: ATC, the autopilot, GPS direct-to, and passengers to hold a chart or watch for traffic.(Risk Management Handbook (FAA-H-8083-2A))
On the flight
ACS standards
- Maintain airplane control while selecting frequencies, identifying facilities and managing navigation equipment, and comply with ATC instructions.(Private Pilot ACS (FAA-S-ACS-6C), PA.VIII.F.S1-S2)
- Maintain altitude within 200 feet, heading within 20°, and airspeed within 10 knots.(Private Pilot ACS (FAA-S-ACS-6C), PA.VIII.F.S3)
What your instructor is watching for
Your instructor watches whether you keep control and altitude while working radios and navigation, set things up in short steps, and use ATC well.
Scenarios
Decide what you would do first, then see the worked answer.
In a cloud, you start tuning a new frequency and the airplane banks 30°.
What went wrong? See the worked answer
Attention left the attitude indicator. Level the wings first, then tune in short steps.
Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying
ATC asks you to fly heading 270 and climb to 5,000.
How do you respond? See the worked answer
Read back "heading 270, climb 5,000", then do it with the airplane under control.
AIM, Chapter 4 (air traffic control services for VFR aircraft)
Low on fuel and in IMC.
What do you do? See the worked answer
Declare an emergency, ask for vectors to the nearest airport with VFR weather, and follow instructions.
AIM, Chapter 6, Emergency Procedures
Common mistakes
Heads-down too long.
Loss of control.
Instead: Short steps, back to the attitude indicator between them.
Waiting to ask for help.
Options shrink.
Instead: Call early, declare if needed.
Not identifying the navaid.
Wrong or out-of-service station.
Instead: Listen to the Morse code ident.
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 radio communications, navigation systems/facilities, and radar services 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): Flight Instruments; Airplane Attitude Instrument Flying; Human Factors
- Airplane Flying Handbook (FAA-H-8083-3C): Emergency Procedures (inadvertent IMC)
- Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C): Flight Instruments; Aeromedical Factors
- Aeronautical Information Manual (AIM): Chapters 4 and 6
- Private Pilot ACS (FAA-S-ACS-6C): Area VIII
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-12.