Instrument Rating Checkride — What to Expect (2026)

The Instrument Rating Checkride Is the Hardest Practical Test Most Pilots Will Ever Take

The instrument rating checkride has a first-time pass rate of approximately 80%. That means one in five applicants walks away with a pink slip (disapproval notice) on their first attempt. Unlike the private pilot checkride where you can often recover from a mistake with good judgment, the IFR checkride demands precision, systems knowledge, and the ability to explain complex procedures under pressure.

This guide covers everything you need to know: what the DPE will ask during the oral exam, what maneuvers you will fly, the most common reasons applicants fail, and a complete day-of checklist so nothing catches you off guard.

Part 1: The Oral Exam (1.5 to 2.5 Hours)

The oral portion typically lasts 1.5 to 2.5 hours and covers six major topic areas. Your DPE will use the Instrument Rating Airman Certification Standards (ACS) as their guide, but experienced examiners often weave topics together in a scenario-based format rather than asking isolated questions.

Topic 1: Regulations (14 CFR Parts 61 and 91)

This is where most orals begin. Expect questions on:

• Instrument currency requirements -- What are the requirements to act as PIC under IFR? (Six approaches, holding, intercepting/tracking in the preceding 6 calendar months, per 14 CFR 61.57(c))
• Grace period and IPC -- What happens when your currency lapses? (6 additional months to regain currency with a safety pilot, then you need an Instrument Proficiency Check)
• Required instruments and equipment -- Can you fly IFR if the VOR receiver is inoperative? (Depends on MEL or KOEL, and whether VOR is required for the flight)
• IFR flight plan requirements -- When must you file IFR? (In controlled airspace in IMC, or when operating under IFR in Class A airspace)
• Alternate airport requirements -- When do you need to file an alternate? (1-2-3 rule: 1 hour before to 1 hour after ETA, ceiling less than 2,000 feet or visibility less than 3 statute miles)
• Minimum fuel requirements -- What is the IFR fuel reserve? (45 minutes beyond the farthest point of intended landing)

Pro tip: Do not just memorize the numbers. Your DPE wants to see that you understand the reasoning behind each regulation. For example, why is the alternate requirement based on 2,000 and 3 rather than some other numbers? Because those minimums provide a reasonable margin for most non-precision approaches.

Topic 2: Weather Theory and Services

Weather is the reason the instrument rating exists, and DPEs love this section.

• Structural icing -- What are the three types (clear, rime, mixed)? What conditions produce each? What should you do if you encounter icing in a non-FIKI aircraft?
• Thunderstorm avoidance -- What is the recommended avoidance distance? (20 nm from severe thunderstorms) Can you fly under a thunderstorm? (Not recommended -- severe downdrafts, wind shear, and microbursts)
• Fog types -- Radiation fog, advection fog, upslope fog, steam fog. When and where does each form?
• METARs and TAFs -- Decode them on the spot. Your DPE will hand you a real weather briefing and ask you to interpret it.
• PIREPs -- How do you file one? Why are they critical for icing and turbulence reporting?
• SIGMETs vs. AIRMETs -- What triggers each? How long are they valid?
• Icing certification -- What is FIKI? What does "known icing" vs. "forecast icing" mean?

Topic 3: IFR En Route and Approach Procedures

This is the meat of the oral. Expect scenario-based questions such as:

• Departure procedures -- What is an ODP? When must you fly one? What is the difference between an ODP and a SID?
• En route charts -- Identify MEA, MOCA, MRA, MCA on a low en route chart. When can you descend to MOCA?
• Approach types and minimums -- What is the difference between DA (decision altitude) and MDA (minimum descent altitude)? Which approaches use which?
• Precision vs. non-precision approaches -- ILS is precision (DA), LNAV is non-precision (MDA), LPV is technically non-precision with DA due to APV classification. Be ready to explain these distinctions.
• Missed approach procedures -- When must you execute a missed approach? (At DA without required visual references, or at MAP on a non-precision approach without the runway environment in sight)
• Circle-to-land procedures -- What are the protected areas? What visibility minimums apply? What do you do if you lose sight of the runway while circling?
• GPS approaches -- RAIM, WAAS, LPV, LNAV, LNAV/VNAV. Know the hierarchy and when each is available.
• Alternate minimums -- Standard alternate minimums are 600-2 for precision, 800-2 for non-precision. When do non-standard minimums apply?

Topic 4: Aircraft Systems

Your DPE needs to confirm you understand the systems that keep you alive in the clouds:

• Pitot-static system -- What happens to the altimeter, VSI, and airspeed indicator if the static port blocks? If the pitot tube blocks? If pitot heat fails?
• Vacuum/pressure system -- Which instruments are vacuum-driven? What happens if the vacuum pump fails in IMC? (Attitude indicator and heading indicator fail -- you are now on partial panel)
• Electrical system -- What happens if the alternator fails? How long will the battery last? What loads should you shed?
• GPS system -- How does RAIM work? What does "RAIM NOT AVAILABLE" mean for your approach?
• Autopilot -- What modes does your autopilot have? When would you disconnect it during an approach? What failure modes should you watch for?

Topic 5: ATC and Communication

• IFR clearance -- CRAFT format (Clearance limit, Route, Altitude, Frequency, Transponder). Read back requirements.
• Lost communication procedures -- 14 CFR 91.185. Route: AVE-F (Assigned, Vectored, Expected, Filed). Altitude: highest of MEA, expected, or assigned.
• Holding procedures -- Standard vs. non-standard, entry procedures (direct, teardrop, parallel), timing, speed limits.
• ATC instructions vs. clearances -- What is the difference? When can you deviate?

Topic 6: Aeronautical Decision Making and Risk Management

• Personal minimums -- Do you have personal IFR minimums? What are they? How did you determine them?
• IMSAFE checklist -- Walk through each item.
• Hazardous attitudes -- Anti-authority, impulsivity, invulnerability, macho, resignation. Give an example of each.
• Risk assessment for today's flight -- Your DPE may ask you to evaluate the actual conditions and decide whether you would fly the planned route as a real IFR trip.

Part 2: The Flight Portion (1.5 to 2 Hours)

After passing the oral, you will fly. The ACS lists specific tasks, and your DPE must evaluate at least the following:

Required Maneuvers

What Most DPEs Actually Fly

A typical flight sequence looks like this:

1. Depart IFR from your airport on a clearance
2. Fly to a nearby airport with an ILS approach -- shoot the ILS to minimums, execute the missed approach
3. Enter holding at a fix, complete one or two turns
4. Fly a non-precision approach (VOR or RNAV LNAV) to an MDA, circle to land or go missed
5. Partial panel -- DPE covers your attitude and heading indicators, you fly an approach or recover from unusual attitudes
6. GPS approach back to your home airport
7. Unusual attitude recovery -- two recoveries somewhere during the flight

The entire flight takes 1.5 to 2 hours and typically involves 3 to 4 approaches.

Most Common Reasons Applicants Fail

Based on DPE feedback and FAA data, these are the top failure points:

1. Altitude Deviations

The ACS tolerance is +/- 100 feet. In turbulence, DPEs are lenient about momentary deviations if you correct promptly. But a sustained bust of 150+ feet on an approach is an automatic disapproval.

Fix: Practice maintaining altitude while performing other tasks (tuning radios, briefing approaches). Use trim aggressively. Develop a scan that returns to the altimeter every 3-5 seconds.

2. Poor Approach Briefing

Many applicants cannot articulate a complete approach briefing. Your DPE expects you to brief every approach BEFORE you fly it.

Minimum briefing items: Type of approach, final approach course, DA or MDA, missed approach procedure, timing or distance from FAF to MAP, frequencies and identifiers.

Fix: Use a consistent briefing format and practice it until it is automatic. Brief out loud every time you practice, even when flying solo.

3. Holding Pattern Entry Errors

Entry procedures (direct, teardrop, parallel) confuse many applicants, especially when the holding fix is on an unexpected radial.

Fix: Practice the entry determination on paper. Given any holding pattern and any inbound course, you should be able to determine the entry type in under 10 seconds. Draw 50 holding patterns on paper and determine entries until it is reflexive.

4. Lost Communication Procedures

When the DPE asks "You just lost comms on this approach -- what do you do?" many applicants freeze or give an incomplete answer.

Fix: Memorize the 91.185 procedure cold. Route: AVE-F. Altitude: highest of MEA, expected, or assigned. Then squawk 7600, continue the route, and plan to arrive at your destination as close to your expected approach time as possible.

5. Decision Making at Minimums

Reaching DA on an ILS and not making a clear, immediate decision (land or go around) is a common failure. Drifting below DA without visual references is an automatic disapproval.

Fix: Brief your call-out procedure. At 100 feet above DA, call "100 above." At DA, if you see the required visual references, call "landing." If not, immediately call "going missed" and execute. Make this a habit in practice.

Day-of Checklist

Documents to Bring

• [ ] Pilot certificate
• [ ] Government-issued photo ID
• [ ] Current medical certificate
• [ ] Logbook with flight time totals and instructor endorsements
• [ ] Airman Knowledge Test Report (AKTR) -- passing instrument written test
• [ ] Aircraft logbooks (airframe, engine, propeller) -- current annual, transponder check (24 months), pitot-static check (24 months), ELT check (12 months), ADs complied with
• [ ] Aircraft registration and airworthiness certificate
• [ ] POH or AFM
• [ ] Current approach plates and en route charts for your area
• [ ] Weight and balance -- computed for the checkride with examiner on board
• [ ] Cross-country flight plan (if required by your DPE)

ARROW Check (Must Be in the Aircraft)

• A -- Airworthiness certificate
• R -- Registration
• R -- Radio station license (international flights only)
• O -- Operating limitations (POH/AFM or placards)
• W -- Weight and balance (current)

Pre-Flight Preparation

• [ ] Get a full standard weather briefing the morning of the checkride
• [ ] File IFR flight plans as needed
• [ ] Check NOTAMs for your departure and destination airports
• [ ] Verify all navigation equipment is functional (VOR check within 30 days per 14 CFR 91.171)
• [ ] Compute weight and balance with the examiner's weight
• [ ] Fuel the aircraft -- plan for 3+ hours of flight time
• [ ] Pre-flight the aircraft thoroughly -- the DPE is watching

How to Prepare in the Final Two Weeks

14 Days Out

• Fly a mock checkride with your CFII. Cover every ACS task. Record areas that need work.

10 Days Out

• Focus practice on your weakest maneuvers. If holding entries are your weak spot, spend an entire session on holds.

7 Days Out

• Study the oral exam topics 1 hour per day. Use flashcards for regulations, weather codes, and system failures.

3 Days Out

• Fly one more practice session. Keep it simple -- one ILS, one RNAV, one partial panel approach, holding. Build confidence.

1 Day Before

• Light review only. Organize all documents. Check weather for the checkride day. Get a good night's sleep.

Day Of

• Eat a real breakfast. Arrive 30 minutes early. Be professional and calm. Remember: the DPE wants you to pass.

Frequently Asked Questions

How long is the instrument rating checkride?

The entire checkride typically takes 4 to 6 hours. The oral exam is 1.5 to 2.5 hours, and the flight portion is 1.5 to 2 hours. Add time for breaks, briefings, and paperwork.

How much does the instrument checkride cost?

DPE fees vary by region but typically range from $800 to $1,200. This is in addition to aircraft rental costs for the flight portion (typically 2 hours of Hobbs time).

What happens if I fail the instrument checkride?

You receive a Letter of Discontinuance (if you need to stop for weather or mechanical issues) or a Notice of Disapproval (if you failed a task). For a disapproval, your CFII must endorse you for retest on the failed areas. You only need to retest the failed tasks, not the entire checkride.

Can I use an autopilot during the instrument checkride?

Yes, the ACS allows autopilot use during en route portions and certain approaches. However, the DPE will require you to hand-fly at least one approach and demonstrate partial panel skills. Autopilot use is your decision, but showing strong hand-flying skills impresses examiners.

What are the hardest parts of the IFR checkride?

Most applicants struggle with holding pattern entries under pressure, partial panel approaches, and explaining lost communication procedures during the oral. These three areas account for the majority of failures.

How many flight hours do I need before the instrument checkride?

Per 14 CFR 61.65, you need 50 hours of cross-country PIC time, 40 hours of actual or simulated instrument time, and specific training requirements including cross-country flights and approaches. Most applicants are ready at 125-150 total hours.

Start Preparing Today

The instrument rating is the most valuable rating a pilot can earn. It opens up IFR flying, makes you safer in marginal VFR conditions, and is required for any professional pilot career.

The oral exam is the part most applicants underestimate. The flight maneuvers can be practiced with your CFII, but the breadth of knowledge required for the oral demands consistent self-study over weeks.

Prepare with 500+ IFR questions -- [Start Free 3-Day Trial](/checkout?plan=monthly&coupon=PILOT50&focus=instrument)

*Read more: [Free instrument practice test](/instrument-rating/practice-test) | [IFR weather minimums explained](/guides/instrument-rating-requirements) | [All FAA exam study guides](/blog/ppl-written-test-study-guide-2026)*