What is the pass rate for the ATP Checkride?

The ATP Checkride has approximately a ~85% first-time pass rate. Proper preparation with knowledge of ACS maneuvers and tolerances significantly improves your chances.

How long does the ATP Checkride take?

The ATP Checkride typically takes 4-8 hours (2-3 hr oral + 2-4 hr flight/sim), including both the oral examination and the flight portion.

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FAA-S-ACS-11BAdvancedPass Rate: ~85%

ATP Checkride Prep Guide

Guide to the FAA Airline Transport Pilot practical test — the highest certificate level. Covers jet-category maneuvers, CRM, Part 121/135 operations knowledge, and the precision required to fly to ATP standards in a multi-engine airplane or full-motion simulator.

4-8 hours

Duration

~85%

Pass Rate

FAA-S-ACS-11B

ACS Code

Advanced

Difficulty

Checkride Overview

Format

The ATP Checkride consists of two parts: an oral examination (ground portion) and a flight test. The oral typically comes first. The Designated Pilot Examiner (DPE) evaluates you against the Airman Certification Standards (FAA-S-ACS-11B). If you fail one portion, you only need to retake that portion on the recheck.

Duration

Expect 4-8 hours (2-3 hr oral + 2-4 hr flight/sim). Well-prepared applicants often finish on the shorter end. The DPE can extend the oral if they need to explore areas where you seem weak. Budget the full day — you do not want to feel rushed.

Prerequisites

Commercial Pilot Certificate with Instrument Rating
At least a 1st Class Medical Certificate
Passed the ATP knowledge test (ATM) within 60 calendar months
1,500 hours total flight time (61.159) — reduced to 1,000 for military or 1,250 for Part 141 graduates
500 hours cross-country time
100 hours night time
75 hours instrument time
ATP Certification Training Program (ATP-CTP) completion

Oral Portion — Key Topics

The DPE will cover these areas during the ground portion. The oral is scenario-based — expect questions tied to a cross-country or operational scenario, not isolated trivia.

1ATP privileges and limitations — Pilot in Command and Second in Command authority

2Part 121 and Part 135 operations — duty time, rest requirements, operating rules

3High-altitude aerodynamics — Mach number, critical Mach, coffin corner, Mach tuck, Dutch roll

4Swept-wing aerodynamics — stall characteristics, Mach buffet, deep stall (T-tail considerations)

5Turbine engine operations — N1, N2, EGT/ITT limits, compressor stalls, flameout, hot/hung start

6Transport category performance — V1, Vr, V2, Vmcg, Vmca, Vref, takeoff and landing field length requirements

7Weight and balance for transport category — operating empty weight, zero fuel weight, max landing weight, CG envelope

8High-altitude weather — jet stream, clear air turbulence, mountain wave, volcanic ash

9Crew Resource Management (CRM) — communication, task delegation, threat and error management (TEM)

10CFIT and approach-to-landing accidents — stabilized approach criteria, callout procedures

11MEL and CDL — understanding the Minimum Equipment List and Configuration Deviation List for dispatch

For detailed oral exam questions and answers, see our ATP Oral Exam Prep Guide.

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Flight Maneuvers & ACS Tolerances

These are the maneuvers the DPE may evaluate during the flight portion. Tolerances are from the FAA-S-ACS-11B Airman Certification Standards. Practice each until you can consistently fly within these standards.

Precision Approach (ILS to ATP Standards)

Maneuver 1

ILS approach flown to airline standards. The ATP standard is tighter than instrument rating standards. Stabilized approach criteria must be met by 500 feet AGL.

ACS Tolerances

Localizer within 3/4 dot deflection, glideslope within 1 dot, airspeed Vref +5/-0 knots. At DA, must be in a position to land. Callouts at 1,000 feet, 500 feet, 100 above, minimums.

Non-Precision Approach (RNAV/VOR to ATP Standards)

Maneuver 2

Non-precision approach with MDA discipline and ATP-level precision.

ACS Tolerances

Course within 3/4 dot, MDA +0/-0 feet (do not descend below). Airspeed Vref +5/-0 knots on final.

Missed Approach

Maneuver 3

Missed approach execution with proper CRM callouts and procedure compliance.

ACS Tolerances

Initiate climb immediately at DA/MDA. Fly published missed. Positive rate, configuration change, power set. All callouts made.

Circling Approach (ATP Standards)

Maneuver 4

Circling approach at ATP standards. Must maintain MDA discipline and runway awareness in the circle.

ACS Tolerances

Remain within circling protected area. MDA until landing assured. No descent below MDA until in position to land from a normal maneuver.

Holding Procedures

Maneuver 5

Enter and maintain a hold as assigned by ATC or the DPE.

ACS Tolerances

Standard-rate turns, +/-100 feet altitude, proper entry. Timing and wind correction evaluated.

Engine Failure During Takeoff (V1 Cut)

Maneuver 6

The defining ATP maneuver. At V1, one engine is failed. You must continue the takeoff, maintain directional control, and fly the engine-out departure procedure. Typically done in a simulator.

ACS Tolerances

Maintain directional control on the runway (Vmcg), rotate at Vr, climb at V2 +/-5 knots, maintain heading within +/-5 degrees. Execute the engine failure procedure.

Engine Failure During Approach (Single-Engine ILS)

Maneuver 7

Single-engine ILS approach in a multi-engine airplane. Demonstrates ability to manage asymmetric thrust while flying a precision approach.

ACS Tolerances

ILS tolerances: localizer within 1 dot, glideslope within 1 dot, Vref +10/-5 knots with one engine inoperative.

Steep Turns

Maneuver 8

Steep turns demonstrating ATP-level smoothness and precision.

ACS Tolerances

45-degree bank (some evaluators use 50), +/-100 feet altitude, +/-10 knots airspeed, roll out +/-10 degrees.

Stall Series (Clean, Approach, Landing Configuration)

Maneuver 9

Stall recovery in multiple configurations. In transport category, recovery is initiated at stick shaker activation — full stall is NOT entered.

ACS Tolerances

Recover at the first indication (stick shaker in transport category, or onset of buffet). Minimum altitude loss. No secondary stall.

Rejected Takeoff (Below V1)

Maneuver 10

Abort the takeoff before V1. Must demonstrate proper technique to stop within available runway.

ACS Tolerances

Immediately reduce power, apply maximum braking, deploy spoilers/reversers. Maintain directional control. Stop on the remaining runway.

Common Reasons for Failure

Based on DPE data and examiner feedback, these are the most frequent reasons applicants receive a disapproval (Notice of Disapproval) on the ATP Checkride.

V1 cut — directional control loss on the runway or failure to maintain V2 during the climb. This is heavily practiced but still causes failures.

Circling approach — descending below MDA or losing sight of the runway environment during the circle

Precision approach — not meeting the tighter ATP tolerances (3/4 dot) or being unstabilized below 500 feet AGL

CRM — failure to make proper callouts (1,000 feet, 500 feet, 100 above, minimums). The ATP checkride evaluates crew procedures.

Stall recovery — in transport category, recovering from stick shaker means PUSH (reduce angle of attack), not pull. Some applicants trained in light aircraft pull back, which worsens the stall.

Oral exam — high-altitude aerodynamics questions (coffin corner, Mach tuck, Dutch roll) catch many applicants off guard

Approach speed discipline — being fast on approach (Vref + 15 or more) is a failure item at ATP standards

Day-of Checklist

Everything you need to bring and prepare on checkride day. Missing a document or having an unairworthy aircraft means the checkride cannot proceed — and you may still owe the examiner fee.

ATP-CTP certificate: Proof of completion of the ATP Certification Training Program

Knowledge test results: ATM within 60 calendar months

Personal documents: Photo ID, pilot certificate (CPL + IR), 1st Class Medical Certificate

Logbook or electronic records: Proof of 1,500 hours (or reduced minimums), 500 XC, 100 night, 75 instrument

Aircraft/simulator documents: If using an airplane, AROW and maintenance records. If FTD/sim, the training center handles this.

V-speeds for the type: V1, Vr, V2, Vmcg, Vmca, Vyse, Vref, Vfe, Vle — know every one

CRM callouts memorized: Takeoff callouts, approach callouts, go-around callouts per your training program SOPs

Payment: ATP practical test fee varies ($1,200-$2,500 depending on whether done at a Part 142 center or with an independent DPE)

Rest: Get at least 8 hours of sleep. The ATP checkride demands peak cognitive performance.

Pro Tips from CFIs

The ATP checkride is about precision and professionalism. Fly every maneuver as if you have 200 passengers behind you. Smooth, deliberate, by-the-numbers.

For the V1 cut, practice the motor memory: one engine fails, opposite foot FULL deflection, maintain wings level, rotate at Vr, pitch to V2. This sequence must be automatic.

Callouts are not optional at ATP level. Practice them on every approach until they are habitual: '1,000 feet, stabilized.' '500 feet, stabilized, on glidepath.' '100 above.' 'Minimums, runway in sight, landing.'

Know transport category stall recovery: at stick shaker, apply nose-down pitch control, advance thrust levers. Do NOT attempt to maintain altitude during the recovery. Trading altitude for airspeed is correct.

Study coffin corner for the oral: at very high altitudes, the speed range between low-speed stall and high-speed Mach buffet narrows. At the service ceiling, they meet. The DPE will ask about this.

If doing the checkride in a simulator, arrive early and get comfortable with the sim's sight picture and control feel. Simulator flying is different from airplane flying, and a few minutes of familiarization helps.

For the oral, focus on Part 121/135 operations knowledge, high-altitude aerodynamics, and CRM concepts. These are the areas that differentiate the ATP from a commercial oral.

Sample DPE Scenarios

DPEs use scenario-based evaluation. Practice thinking through situations like these before your checkride.

Rejected Takeoff Decision

“At 120 knots (V1 is 128) during takeoff, the tower reports debris on the runway 2,000 feet ahead. You have 6,000 feet of runway remaining. What do you do? What if you were at V1?”

Dual Engine Failure at Cruise

“At FL350, both engines flame out after inadvertent icing conditions. What is your immediate action? What altitude do you need for a restart? How do you manage the drift-down?”

Unstabilized Approach Decision

“At 500 feet AGL on an ILS, you are 1 dot above glideslope, 15 knots fast, and the captain (PF) says 'I will get it down.' As PIC or PM, what do you do?”