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SOUTH AFRICAN QUALIFICATIONS AUTHORITY 
REGISTERED UNIT STANDARD: 

Perform instrument flight procedures 
SAQA US ID UNIT STANDARD TITLE
120159  Perform instrument flight procedures 
ORIGINATOR
SGB Air Defence 
PRIMARY OR DELEGATED QUALITY ASSURANCE FUNCTIONARY
-  
FIELD SUBFIELD
Field 08 - Law, Military Science and Security Safety in Society 
ABET BAND UNIT STANDARD TYPE PRE-2009 NQF LEVEL NQF LEVEL CREDITS
Undefined  Regular  Level 6  Level TBA: Pre-2009 was L6  13 
REGISTRATION STATUS REGISTRATION START DATE REGISTRATION END DATE SAQA DECISION NUMBER
Reregistered  2018-07-01  2023-06-30  SAQA 06120/18 
LAST DATE FOR ENROLMENT LAST DATE FOR ACHIEVEMENT
2024-06-30   2027-06-30  

In all of the tables in this document, both the pre-2009 NQF Level and the NQF Level is shown. In the text (purpose statements, qualification rules, etc), any references to NQF Levels are to the pre-2009 levels unless specifically stated otherwise.  

This unit standard does not replace any other unit standard and is not replaced by any other unit standard. 

PURPOSE OF THE UNIT STANDARD 
A person credited with this unit standard will be able to:
  • Execute holding patterns.
  • Interpret the standard instrument departure (SID) and translate into actions.
  • Execute the standard terminal arrival routes procedure (STAR).
  • Execute non-precision instrument approaches.
  • Execute precision instrument approaches.
  • Demonstrate missed approach.
  • Execute circle-to land-maneuvre
  • Learners will further be able to perform circle to land manoeuvres and missed approach procedures in accordance with manufacturer's recommendations, Civil Aviation Authority (CAA) and Military Aviation Authority (MAA) regulations and safe flying practice. 

  • LEARNING ASSUMED TO BE IN PLACE AND RECOGNITION OF PRIOR LEARNING 
  • Mathematics at NQF Level 4
  • Physical Science at NQF Level 4 

  • UNIT STANDARD RANGE 
    The terms "aircraft" and "aeroplane" are used as synonyms where appropriate.

    The typical scope of this unit standard:

    Competence shall be assessed in a multi-engine aeroplane, (excluding an aeroplane with center line thrust) with retractable undercarriage and adjustable flaps, and variable pitch propeller, or turbo propeller or turbo-jet engines, or a flight simulator approved by the regulatory authority.
  • Assessment of the learners shall be conducted within the cockpit crew role that is executed.
  • Assessment of the learner shall be conducted in compliance with CAA/MAA Regulations and in accordance with safe flying practice.
  • The aeroplane and its systems shall be operated within the limitations expressed in the Aircraft Flight Manual (AFM) and Pilot Operating Handbook (POH).
  • The assessment of the learner shall be conducted both with and without the use of automatic flight control/management systems fitted to the aeroplane provided for the assessment.
  • Competence shall be assessed under actual or simulated sole reference to instruments except where noted.
  • Cockpit Resource Management (CRM) is not to be assessed as a stand-alone element, however, the outcomes resulting from CRM can be assessed. CRM is integral to flight and flight safety. Procedural elements of CRM are to be assessed throughout the assessment of all outcomes in a holistic and integrated way. Range of procedural elements include but are not limited to: Use of checklists, crew briefings, radio calls, and callouts.
  • Good airmanship appropriate to the level of the unit standard should be demonstrated for all outcomes. Additional elements of airmanship specific to outcomes are indicated in range statements within assessment criteria.
  • Emergencies:

    > Assessment of the learner in emergency and abnormal operations shall be conducted using simulated emergency and abnormal situations. If a suitable simulator is available, use of the simulator is preferred.
    > Assessment of the learner in simulated emergencies should be terminated at a point where successful outcome can be judged, and safe recovery to normal conditions can be achieved.
    > Under no circumstances must the aircraft or its occupants be placed in jeopardy.
  • Assessment:

    > The learner is to be assessed in conducting airport operations by day and by night.
    > The learner is to be assessed in performing take-offs, landings and go around by day and by night under Instrument Meteorological Conditions (IMC) and Visual Meteorological Conditions (VMC).
    > Assessments conducted in an aeroplane certified for single pilot operation, shall be conducted as if there was no other pilot available.
    > Assessments carried out in an aeroplane certified for multi-crew operation, shall be conducted as pilot flying during all sections of the assessment. The learner shall also demonstrate competence in pilot-not-flying duties.
    > The learner may choose either pilot seat for the assessment, but in either case will be assessed as pilot in command.
    > Touch and go landings may form part of the assessment.
    > Learners are expected to demonstrate competency in performing appropriate manoeuvres with one engine simulated inoperative.
  • Tolerances:
  • Assessors are expected to take turbulence and other related conditions into account during assessment of flying accuracy against the following tolerances:
  • Competence of the learner must be assessed with reference to full instrument panel.
  • Competence of the learner in executing non-precision instrument approaches must be assessed when using full instrument panel and partial (attitude indicator and directional gyroscope failed) instrument panel.
  • Competence of the learner must be assessed in performing at least one precision approach and one non-precision approach, at least one of which shall be done without use of the Autopilot. 

  • Specific Outcomes and Assessment Criteria: 

    SPECIFIC OUTCOME 1 
    Execute holding patterns. 
    OUTCOME RANGE 
    Fly holding patterns include but are not limited to: holdings defined by non directional beacon (NDB) or very high frequency omni-directional radar range (VOR) facilities, RNAV (Area navigation) waypoints or intersections. 

    ASSESSMENT CRITERIA
     

    ASSESSMENT CRITERION 1 
    Promulgated maximum holding speeds are established for traffic flow. 

    ASSESSMENT CRITERION 2 
    Holding speed is achieved within aeroplane performance limitations and promulgated maximum holding speeds. 

    ASSESSMENT CRITERION 3 
    Entry procedure is executed to establish aircraft safety in the holding pattern. 

    ASSESSMENT CRITERION 4 
    Holding pattern is entered using the procedure for the entry sector. 
    ASSESSMENT CRITERION RANGE 
    Entry sector procedure includes but is not limited to:
  • Holding fix anticipation
  • Holding speed
  • Entry track
  • Holding pattern definition
  • Entry sectors
  • Crew briefing
     

  • ASSESSMENT CRITERION 5 
    Aircraft is maintained in the established holding pattern. 
    ASSESSMENT CRITERION RANGE 
    Holding pattern includes but is not limited to:
  • Time or distance limits
  • Correction of wind drift
  • Onward clearance time/expected approach time
     

  • SPECIFIC OUTCOME 2 
    Interpret the standard instrument departure (SID) and translate into actions. 

    ASSESSMENT CRITERIA
     

    ASSESSMENT CRITERION 1 
    Instrument departure is executed in accordance with published or Air Traffic Control (ATC) assigned procedures. 

    ASSESSMENT CRITERION 2 
    Pre-departure procedures are carried out in respect of the execution of the assigned standard instrument departure. 
    ASSESSMENT CRITERION RANGE 
    Pre-departure procedures include but ar not limited to:
  • Communications
  • Navigation capability determination
  • Aeroplane instruments set up
  • Navigation systems preperation
  • Crew briefing
    > Actual flight path to be flown
    > Navigation aids to be used
    > Rates of climb and or climb gradients required
    > Noise abatement requirements
  • Contingency briefing
    > Engine inoperative flight path
    > Communications failure
    > Navigation system failure
    > Adverse weather
     

  • SPECIFIC OUTCOME 3 
    Execute the standard terminal arrival routes (STAR) procedure. 

    ASSESSMENT CRITERIA
     

    ASSESSMENT CRITERION 1 
    Communication with an appropriate Air Traffic Service (ATS) is established and assigned STAR determined. 
    ASSESSMENT CRITERION RANGE 
    ATS Communication includes but is not limited to:
  • Runway / approach aid in use
  • Traffic and delays
  • Clearances
  • Surface Meteorological Data
     

  • ASSESSMENT CRITERION 2 
    Navigation capability of the aeroplane is determined to be adequate for the STAR. 

    ASSESSMENT CRITERION 3 
    Aeroplane is prepared in order to execute the arrival route. 
    ASSESSMENT CRITERION RANGE 
    Preparation includes but is not limited to:
  • Chart selection and interpretation
  • Instrument identification and set-up
  • Compass and or direction indicator (DI) alignment
     

  • ASSESSMENT CRITERION 4 
    Briefing for the assigned arrival and contingency procedures is performed to ensure safe execution of the arrival route. 
    ASSESSMENT CRITERION RANGE 
    Briefing contents include but are not limited to:
  • MSA and initial approach altitude
  • Actual flight path to be flown.
  • Navigation aids to be used.
  • Rates of descent / descent gradients required.
  • Noise abatement requirements.

    Contingency procedures include but are not limited to:
    > Engine inoperative flight path
    > Communication failure
    > Navigation system failure
    > Adverse weather
     

  • ASSESSMENT CRITERION 5 
    Standard Terminal Arrival Routes procedure (STAR) is executed in order to ensure safe arrivals. 
    ASSESSMENT CRITERION RANGE 
    STAR flying includes but is not limited to:
  • Flight path: Tracks, altitudes, speed restrictions, noise abatement.
     

  • SPECIFIC OUTCOME 4 
    Execute non-precision instrument approaches. 
    OUTCOME RANGE 
    Non-precision instrument approaches include but are not limited to NDB, VOR TACAN (tactical air navigation system), LLZ (localiser) with or without distance measuring equipment (DME); global positioning, straight-in, circling and break cloud, surveillance radar. 

    ASSESSMENT CRITERIA
     

    ASSESSMENT CRITERION 1 
    Pre non-precision approach procedures are carried out in respect of the assigned arrival procedure. 
    ASSESSMENT CRITERION RANGE 
    Procedures include:
  • Communication:
    > Runway
    > Traffic
    > Clearances
    > Surface meteorological data
  • Navigation capability

    Cockpit preparation:
  • Instrument approach chart (IAP)
  • Instrument setup
  • Minimum descent altitude (MDA), visibility and runway visual range (RVR) nomination
  • Checks and procedures
  • DA nomination

    Crew briefing contents:
  • MSA and initial approach altitude
  • Actual flight path to be flown
  • Navigation aids to be used
  • Rates of descent and or descent gradients required
  • Missed approach point and missed approach procedures to be followed.
  • Minimum descent altitude (MDA)

    Contingency briefing:
  • Engine inoperative flight path
  • Communication failure
  • Navigation system failure
  • Adverse weather
     

  • ASSESSMENT CRITERION 2 
    Approach procedure is executed in order to ensure the missed approach point (MAPt). 
    ASSESSMENT CRITERION RANGE 
    Approach procedure includes but is not limited to:
  • Flight path
  • Configurations appropriate to segments of the approach
  • Descent: Rate, minimum altitudes
  • Stability of the approach
  • MDA
  • Missed Approach Point (MAP)
     

  • ASSESSMENT CRITERION 3 
    Approach to landing is completed using the approved visual references in order to execute a safe landing. 
    ASSESSMENT CRITERION RANGE 
    Approach to landing include but are not limited to:
  • Circle-to-land
  • Straight-in landing
  • Circle-to-land missed approach
  • Break cloud procedure to be followed
     

  • ASSESSMENT CRITERION 4 
    Stable approach is achieved within the parameters for a safe landing. 

    SPECIFIC OUTCOME 5 
    Execute precision instrument approaches. 
    OUTCOME RANGE 
    This shall be demonstrated by flying an instrument landing system (ILS) approach. 

    ASSESSMENT CRITERIA
     

    ASSESSMENT CRITERION 1 
    Pre-precision instrument approach procedures are carried out in respect of the assigned arrival procedures. 
    ASSESSMENT CRITERION RANGE 
    Procedure:
  • Communication
    > Runway
    > Traffic
    > Clearances
    > Surface meteorological data

    Preparation includes but is not limited to:
  • Instrument approach chart (IAP)
  • Instrument setup
  • Decision altitude (DA), visibility and runway visual range (RVR) nomination
  • Checks and procedures
  • DA nomination

    Crew briefing contents include but are not limited to:
  • MSA and initial approach altitude
  • Actual flight path to be flown
  • Navigation aids to be used
  • Rates of descent and or descent gradients required
  • Missed approach point and missed approach procedures to be followed.
  • Decision altitude (DA)

    Contingency briefing procedures include but are not limited to:
  • Engine inoperative flight path
  • Communication failure
  • Navigation system failure
  • Adverse weather
     

  • ASSESSMENT CRITERION 2 
    Aeroplane is prepared for a precision instrument approach. 
    ASSESSMENT CRITERION RANGE 
    Preparation includes but is not limited to:
  • Instrument approach Chart (IAP)
  • Instrument set-up
  • DA nomination
  • Visibility/RVR nomination
  • Checks and procedures
     

  • ASSESSMENT CRITERION 3 
    Briefing for the assigned instrument approach and contingency procedures is performed. 
    ASSESSMENT CRITERION RANGE 
    Briefing contents include but are not limited to:
  • MSA and initial approach altitude
  • Actual flight path to be flown
  • Navigation aids to be used
  • Rates of descent / descent gradients required
  • Missed approach procedures to be followed
  • DA

    Contingency briefing procedures include but are not limited to:

    > Engine inoperative flight path
    > Communication failure
    > Navigation system failure
    > Adverse weather
     

  • ASSESSMENT CRITERION 4 
    Approach to landing is executed, using the approved visual references in order to execute a safe landing. 
    ASSESSMENT CRITERION RANGE 
    Approach procedure includes but is not limited to:
  • Flightpath
  • Configurations: segments of the approach
  • Altitude checks
  • DA
     

  • ASSESSMENT CRITERION 5 
    Actions after the missed approach point must be executed in order to land the aircraft. 

    ASSESSMENT CRITERION 6 
    Stable approach is achieved within the parameters for a safe landing. 

    SPECIFIC OUTCOME 6 
    Demonstrate missed approach. 
    OUTCOME RANGE 
    Missed approach includes but is not limited to:
  • Missed approach from non-precision instrument approach.
  • Missed approach from precision instrument approach. 

  • ASSESSMENT CRITERIA
     

    ASSESSMENT CRITERION 1 
    Conditions are evaluated in terms of and in order to determine whether a missed approach should be executed. 
    ASSESSMENT CRITERION RANGE 
    Conditions include but are not limited to:
  • Meteorological conditions
  • Regulations
  • Stable approach
  • Runway availability
  • Legal requirements
     

  • ASSESSMENT CRITERION 2 
    The aircraft is reconfigured in order to execute a missed approach climb. 
    ASSESSMENT CRITERION RANGE 
    Reconfigure refers to but is not limited to:
  • Flaps
  • Undercarriage
  • Power settings
     

  • ASSESSMENT CRITERION 3 
    Missed approach flight path is executed in accordance with published or air traffic control assigned procedures. 

    ASSESSMENT CRITERION 4 
    Diversion or further attempt is demonstrated in accordance with prevailing conditions. 

    ASSESSMENT CRITERION 5 
    Conditions are evaluated in order to determine actions which needs to be implemented after the missed approach. 
    ASSESSMENT CRITERION RANGE 
    Actions include but are not limited to:
  • Continue holding pattern
  • Diversions

    Conditions include but are not limited to:
  • Fuel status
  • Weather
  • Traffic delays
     

  • SPECIFIC OUTCOME 7 
    Execute circle - to land - manoeuvre. 

    ASSESSMENT CRITERIA
     

    ASSESSMENT CRITERION 1 
    Pre-circle to land maneuver procedures are carried out in respect of the execution of the assigned standard instrument departure. 
    ASSESSMENT CRITERION RANGE 
    Procedure:
  • Communication:
    > Runway
    > Traffic
    > Clearances
    > Surface meteorological data

    Preparation includes but is not limited to:
  • Instrument approach chart (IAP)
  • Instrument setup
  • Minimum descent altitude (MDA), visibility and runway visual range (RVR) nomination
  • Checks and procedures
  • DA nomination

    Crew briefing include but are not limited to:
  • MSA and initial approach altitude
  • Actual flight path to be flown
  • Navigation aids to be used
  • Rates of descent and or descent gradients required
  • Missed approach point and missed approach procedures to be followed.
  • Minimum descent altitude (MDA)

    Contingency briefing procedures include but are not limited to:
  • Engine inoperative flight path
  • Communication failure
  • Navigation system failure
  • Adverse weather
     

  • ASSESSMENT CRITERION 2 
    Aeroplane is prepared for the assigned circle- to land-manoeuvre. 
    ASSESSMENT CRITERION RANGE 
    Preparation includes but is not limited to:
  • Instrument Approach Chart (IAP)
  • Instrument set-up
  • MDA, Visibility/RVR nomination
  • Checks and procedures
     

  • ASSESSMENT CRITERION 3 
    Crew is prepared for approach. 
    ASSESSMENT CRITERION RANGE 
    Crew preparation includes but is not limited to:
  • Minima nomination
  • Checks and procedures
  • ATS communication
  • Procedure review
     

  • ASSESSMENT CRITERION 4 
    Circle to land procedure is executed in order to position the aircraft for the runway in use. 
    ASSESSMENT CRITERION RANGE 
    Flight below the MDA shall be conducted by visual reference.

    Approach procedure includes but is not limited to:
  • Flight path
  • Configurations appropriate to segments of the approach
  • Descent: Rate, minimum altitudes
  • Stability of the approach
  • MDA
  • MAP
  • Terrain clearance
  • Circle to land restrictions
  • Visual reference to the runway
     

  • ASSESSMENT CRITERION 5 
    Decision to land or perform missed approach is made in accordance with prevailing conditions. 
    ASSESSMENT CRITERION RANGE 
    Conditions include but are not limited to:
  • Flight path
  • Approach stability
  • Required visual reference
  • Missed Approach Point
     

  • ASSESSMENT CRITERION 6 
    Missed approach is performed in accordance with procedures. 


    UNIT STANDARD ACCREDITATION AND MODERATION OPTIONS 
  • An individual wishing to be assessed (including through RPL) against this Unit Standard may apply to an assessment agency, assessor or provider institution accredited by the relevant ETQA, or an ETQA that has a Memorandum of Understanding with the relevant ETQA.
  • Anyone assessing a learner against this Unit Standard must be registered as an assessor with the relevant ETQA or with an ETQA that has a Memorandum of Understanding with the relevant ETQA.
  • Any institution offering learning that will enable achievement of this Unit Standard or assessing this Unit Standard must be accredited as a provider with the relevant ETQA or with an ETQA that has a Memorandum of Understanding with the relevant ETQA.
  • Moderation of assessment will be conducted by the relevant ETQA at its discretion. 

  • UNIT STANDARD ESSENTIAL EMBEDDED KNOWLEDGE 
  • Aeroplane instruments, navigation systems and equipment
  • Published or Air Traffic Control assigned arrival, holding and contingency procedures
  • Promulgated maximum holding speeds
  • Holding pattern construction and entry sectors
  • Interpretation of instrument arrival and approach charts
  • Aeroplane systems and configurations 

  • UNIT STANDARD DEVELOPMENTAL OUTCOME 
    N/A 

    UNIT STANDARD LINKAGES 
    N/A 


    Critical Cross-field Outcomes (CCFO): 

    UNIT STANDARD CCFO IDENTIFYING 
    The learner is able to identify and solve problems in which responses display that responsible decisions using critical and creative thinking have been made by:
  • Planning and performing flights to achieve objectives within the constraints of the aeroplane limitations, operator and regulatory requirements. 

  • UNIT STANDARD CCFO WORKING 
    Work effectively with others as a member of a team, group, organisation or community by:
  • Acting as pilot-in-command of a flight crew.
  • Communicating with ATS and organising the flight in cognisance of other air traffic.
  • Establishing and maintaining an open communication environment conducive to good team work. 

  • UNIT STANDARD CCFO ORGANISING 
    Organise and manage oneself and one's activities responsibly and effectively by:
  • Planning ahead.
  • Complying with applicable legislation.
  • Performing appropriate checks and procedures.
  • Using checklists where appropriate.
  • Exercising command ability and manoeuvring the aeroplane within its limitations and the limitations appropriate to the phase of flight in order to achieve the desired outcomes. 

  • UNIT STANDARD CCFO COLLECTING 
    Collect, analyse and critically evaluate information by:
  • Identifying symptoms of instrument, system and engine malfunctions.
  • Identifying changes to the conditions and the prevailing weather.
  • Identifying changes to the traffic flow which may require adaptation of the flight path. 

  • UNIT STANDARD CCFO COMMUNICATING 
    Communicate effectively using visual, mathematical and/or language skills in the modes of oral and/or written persuasion by:
  • Radio and cockpit communication is in accordance with standard procedures and phraseology to ensure clarity and brevity of communication is achieved.
  • Establishing and maintaining an open communication environment conducive to good team work. 

  • UNIT STANDARD CCFO SCIENCE 
    Use science and technology effectively and critically, showing responsibility towards the environment and health of others by:
  • Proper and effective visual scanning to clear the area before and while performing manoeuvres by visual reference.
  • Operation of the aeroplane and its systems in accordance with the AFM/POH.
  • Taking prompt corrective action when tolerances are exceeded.
  • Flying the aeroplane in such a way that tolerance exceedences are kept to a minimum. 

  • UNIT STANDARD CCFO DEMONSTRATING 
    Demonstrate an understanding of the world as a set of related systems by recognising that problem-solving contexts do not exist in isolation:
  • A high level of situational awareness is maintained.
  • Airspace restrictions and requirements are adhered to.
  • Curfews, noise abatement procedures and other measures to minimise disturbance to the environment and the public are observed.
  • Safe flying practice is maintained. 

  • UNIT STANDARD CCFO CONTRIBUTING 
    Contribute to the full personal development of each learner and the social and economic development of the society at large, by making it the underlying intention of any programme of learning to make an individual aware of the importance of:
  • Ongoing maintenance of competency, physical and mental fitness.
  • Maintaining required level of knowledge and staying abreast of new developments in the aviation environment.

    Being culturally and aesthetically sensitive across a range of social contexts:
  • Understanding and making allowances for the differences in the command of English found within the aviation community.
  • Understanding and making allowances for the influence of different cultural backgrounds and the impact of this on flight crew management and safety.
  • Accepting different social norms. 

  • UNIT STANDARD ASSESSOR CRITERIA 
    N/A 

    REREGISTRATION HISTORY 
    As per the SAQA Board decision/s at that time, this unit standard was Reregistered in 2012; 2015. 

    UNIT STANDARD NOTES 
    Specified requirements
  • Use of distractions during practical assessment:

    Numerous studies indicate that many accidents have occurred when the pilot has been distracted during critical phases of flight. To strengthen this area of pilot training and evaluation, the assessor shall provide a realistic distraction during the flight portion of the practical test. This will give the assessor a positive opportunity to evaluate the learner's ability to divide attention both inside and outside the cockpit while maintaining safe flight.
  • The information contained in this unit standard does not supercede any information contained in manufacturer's instructions or any law.
  • Assessors are encouraged to write comments on any of the outcomes.

    Abbreviations:

    STAR: Standard Terminal Arrival Routes Procedure
    CAA: Civil Aviation Authority
    MAA: Military Aviation Authority
    AFM: Aircraft Flight Manual
    POH: Pilot Operating Handbook
    CRM: Cockpit Resource Management
    IMC: Instrument Meteorological Conditions
    VMC: Visual Meteorological Conditions
    NDB: Non-Directional Beacon
    VOR: Very High Frequency Omni-directional Range
    RNAV: Area Navigation
    SID: Standard Instrument Departure
    ATC: Air Traffic Control
    DI: Direction Indicator
    MSA: Minimum Sector Altitude
    TACAN: Tactical Air Navigation System
    LLZ: Localizer
    ATS: Air Traffic Service
    IAP: Instrument Approach Chart
    MDA: Minimum Descent Altitude
    RVR: Runway Visual Range
    MAPt: Missed Approach Point
    DA: Decision Altitude 

  • QUALIFICATIONS UTILISING THIS UNIT STANDARD: 
      ID QUALIFICATION TITLE PRE-2009 NQF LEVEL NQF LEVEL STATUS END DATE PRIMARY OR DELEGATED QA FUNCTIONARY
    Core  49950   National Certificate: Navigation  Level 5  Level TBA: Pre-2009 was L5  Passed the End Date -
    Status was "Reregistered" 
    2015-06-30  TETA 
    Core  58008   National Diploma: Aircraft Piloting  Level 6  NQF Level 06  Passed the End Date -
    Status was "Reregistered" 
    2016-12-31  TETA 
    Elective  58023   National Diploma: Aircraft Piloting  Level 5  NQF Level 05  Passed the End Date -
    Status was "Reregistered" 
    2016-12-31  TETA 


    PROVIDERS CURRENTLY ACCREDITED TO OFFER THIS UNIT STANDARD: 
    This information shows the current accreditations (i.e. those not past their accreditation end dates), and is the most complete record available to SAQA as of today. Some Primary or Delegated Quality Assurance Functionaries have a lag in their recording systems for provider accreditation, in turn leading to a lag in notifying SAQA of all the providers that they have accredited to offer qualifications and unit standards, as well as any extensions to accreditation end dates. The relevant Primary or Delegated Quality Assurance Functionary should be notified if a record appears to be missing from here.
     
    NONE 



    All qualifications and part qualifications registered on the National Qualifications Framework are public property. Thus the only payment that can be made for them is for service and reproduction. It is illegal to sell this material for profit. If the material is reproduced or quoted, the South African Qualifications Authority (SAQA) should be acknowledged as the source.