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.
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 1ILS 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 2Non-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 3Missed 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 4Circling 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 5Enter 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 6The 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 7Single-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 8Steep 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 9Stall 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 10Abort 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?”
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