Instrument Rating Checkride Prep Guide
Everything you need to pass the FAA Instrument Rating practical test. Covers IFR procedures, approach tolerances, partial panel work, holds, and the scenario-based oral that DPEs use to evaluate IFR decision-making.
4-6 hours
Duration
~75%
Pass Rate
FAA-S-ACS-8C
ACS Code
Intermediate
Difficulty
Checkride Overview
Format
The Instrument Rating 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-8C). If you fail one portion, you only need to retake that portion on the recheck.
Duration
Expect 4-6 hours (1.5-2.5 hr oral + 2-3 hr flight). 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
- Private Pilot Certificate (or higher)
- At least a 3rd Class Medical Certificate
- Passed the IRA knowledge test within 24 calendar months
- 50 hours of cross-country PIC time
- 40 hours of actual or simulated instrument time (61.65)
- Instrument cross-country flight of at least 250 NM
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 IR 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-8C Airman Certification Standards. Practice each until you can consistently fly within these standards.
Holding Procedures
Maneuver 1Enter and fly a published or assigned hold. The DPE will evaluate your entry selection, wind correction, and timing (1 minute inbound below 14,000 MSL).
ACS Tolerances
Standard-rate turns, stay within holding protected airspace, +/-100 feet altitude, proper entry (direct/teardrop/parallel).
ILS Approach (Precision)
Maneuver 2Full ILS approach from vectors or a procedure turn. The gold standard instrument approach. The DPE expects smooth, stabilized tracking.
ACS Tolerances
Maintain localizer within 1 dot deflection, glideslope within 1 dot deflection, DA altitude +0/-0 feet (do not descend below DA). Airspeed +/-10 knots.
VOR or RNAV (GPS) Approach (Non-Precision)
Maneuver 3A non-precision approach to MDA. Step-down fixes must be respected. The DPE evaluates your descent planning and MDA discipline.
ACS Tolerances
Course within 1 dot (or CDI width), do not descend below MDA until runway in sight. Airspeed +/-10 knots, heading +/-10 degrees. Timing within 10 seconds if required.
Missed Approach Procedure
Maneuver 4Execute the published missed approach. At least one approach will go missed during the checkride. The DPE evaluates your workload management.
ACS Tolerances
Initiate climb immediately at DA/MDA, fly published missed approach procedure. Positive rate, flaps, gear, power — in that order.
Partial Panel Approach (Unusual Attitude Recovery)
Maneuver 5The DPE will simulate vacuum failure or cover instruments. You must fly an approach or recover from unusual attitudes using only airspeed, altimeter, turn coordinator, and magnetic compass.
ACS Tolerances
Recover to straight-and-level using partial panel (no attitude indicator, no heading indicator). Same approach tolerances apply.
Circling Approach
Maneuver 6Fly an approach to one runway and circle to land on another. This is high-workload and one of the most commonly failed maneuvers on IR checkrides.
ACS Tolerances
Remain within circling approach protected area (1.3 NM for Cat A). Maintain MDA until in position to land. Do not lose sight of the runway environment.
DME Arc (if applicable)
Maneuver 7Track a DME arc as part of an approach transition. Not always tested, but the DPE may select an approach with an arc.
ACS Tolerances
Maintain arc within +/-1 NM, altitude +/-100 feet.
Steep Turns (Instrument Reference)
Maneuver 8Same as VFR steep turns but entirely on instruments (under the hood). Tests scan pattern and instrument interpretation under load.
ACS Tolerances
45-degree bank, +/-100 feet altitude, +/-10 knots airspeed, roll out within +/-10 degrees of entry heading. All by instrument reference.
Unusual Attitude Recovery
Maneuver 9The DPE will place you in an unusual attitude (nose high or nose low). Recover using instrument reference only.
ACS Tolerances
Recover to stable flight without exceeding Vne or stalling. Proper sequence: nose-low = power idle, level wings, pull; nose-high = power full, lower nose, level wings.
Intercepting and Tracking VOR/GPS Courses
Maneuver 10Demonstrates ability to intercept a radial or GPS course and track it accurately. Wind correction is evaluated.
ACS Tolerances
Intercept within 10 degrees of desired course, track within 1 dot (half-scale for GPS). Altitude +/-100 feet.
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 Instrument Rating Checkride.
Circling approach — losing sight of the runway and busting MDA, or drifting outside the protected area. This is the top bust item for instrument checkrides.
Altitude deviations during holds — typically caused by poor wind correction leading to extended legs and distraction
Descending below MDA on a non-precision approach before having the runway environment in sight
Partial panel — panic or rough control inputs after instruments are covered. This requires regular practice.
Missed approach execution — delaying the climb, failing to fly the published procedure, or forgetting to configure the GPS/NAV for the missed
IFR lost communication procedures — many applicants cannot accurately recite or apply 91.185
Failure to brief the approach before beginning it — the DPE expects you to verbalize minimums, missed approach, and key fixes
Chasing the CDI/glideslope needles with overcorrections instead of making small, smooth adjustments
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.
Aircraft documents: AROW, plus IFR-required equipment per 91.205(d) — verify functioning VOR, GPS, transponder with Mode C, clock with sweep second hand
Maintenance records: Transponder check (24 months), pitot-static check (24 months), VOR check (30 days, logged), GPS database current
IFR currency: Ensure you have logged 6 approaches, holding, and intercepting/tracking in the preceding 6 months (or IPC)
Flight plan: File an IFR flight plan for the checkride route, or be prepared to file in front of the examiner
Approach plates: Current charts for all approaches at the test airports — ForeFlight or paper (Jeppesen or FAA)
Personal documents: Photo ID, pilot certificate, medical certificate, knowledge test results, instructor endorsement for IRA practical test
Weather briefing: Full standard briefing printout including NOTAMs, PIREPs, and winds aloft
View-limiting device: Foggles or hood — bring your own, do not rely on the examiner having one
Examiner fee: Typically $800-$1,200 for IR. Confirm in advance.
Personal readiness: IFR checkrides are mentally exhausting. Get good sleep, eat well, stay hydrated.
Pro Tips from CFIs
Practice partial panel approaches regularly in the weeks before the checkride. Covering the AI and HI should not feel foreign.
For the circling approach, have a mental picture of the protected area. Practice the maneuver at multiple airports so you develop visual cues for when to begin your circle.
During the oral, the DPE will likely build a scenario around an IFR cross-country. Be ready to plan the flight, get a briefing, and discuss every phase from startup to shutdown.
Brief every approach out loud before flying it. State: approach type, final approach course, DA or MDA, missed approach procedure, key frequencies. This is expected.
Know the difference between LPV, LNAV, LNAV/VNAV, and LP minimums on RNAV approaches. DPEs love this topic.
For holds, draw the hold on paper first. Practice the three entry methods until choosing the correct one is automatic.
The most common time-waster: fumbling with avionics. Know your GPS unit inside and out. Practice loading approaches, activating vectors-to-final, and switching CDI sources.
If the weather on checkride day is actual IMC within your comfort zone, consider doing it in real weather. DPEs appreciate applicants who demonstrate real-world IFR confidence.
Sample DPE Scenarios
DPEs use scenario-based evaluation. Practice thinking through situations like these before your checkride.
Icing Encounter on an IFR Cross-Country
“You are at 8,000 feet in IMC and notice ice accumulating on the leading edges. The freezing level is reported at 6,000 feet. Your destination is 45 NM ahead. What do you do?”
Approach with Lost Comms
“You lose two-way radio communication 20 NM from your destination. The weather is 800 overcast and 3 miles visibility. Walk me through your actions from this point to landing per 91.185.”
Alternates and Fuel Planning
“Your destination TAF shows 0200Z BKN015 with a tempo of OVC008. Does this require an alternate? How do you choose one, and how much fuel must you carry?”
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