When controllers anticipate a delay, usually due to a high volume of traffic, weather, or both, pilots are usually issued a holding clearance. If the holding pattern assigned by ATC is charted, pilots are expected to hold as indicated. Holding patterns at the most generally used holding fixes are charted on Low or High Altitude En Route, Area, Departure Procedure, and Arrival Charts. When ATC issues a clearance requiring you to hold at a fix where a holding pattern is not charted, pilots are issued complete holding instructions. The holding instructions will include:
the direction from the fix
name of the fix, course
leg length (if distance instead of time)
direction of turns (if left turns are required)
the expect further clearance (EFC) time.
Let’s look at holding clearance example below to identify the various components (note the absence of turn direction indicates standard, right hand turns are expected):
Hold north (direction from the fix) of Volunteer on the 360 degree radial (name of VOR fix and course), five mile legs (leg length), expect further clearance at 15:50 zulu (EFC) time now, 15:40 zulu (current time is often issued as a courtesy so that pilots quickly know how long they may have to hold for fuel planning purposes).
Pilots are required to maintain the last assigned altitude unless a new altitude is specifically included in the holding clearance. Pilots are expected to hold on the inbound course using right turns unless instructed otherwide. In the example instructions above, the INBOUND course would be 180 degrees if holding on the 360 degree radial.
When executing a holding pattern above 14,000 feet, the inbound leg should be 1.5 minutes in duration. When at or below 14,000 feet, the inbound leg should be 1 minute. Timing of the outbound leg should begin abeam the holding fix or at the completion of the turn. Fly the first outbound leg at the appropriate standard duration, then adjust subsequent outbound legs so as to make the inbound leg the standard 1 or 1.5 minute duration. This will vary with wind.
Timing of the holding pattern should be adjusted on the outbound leg so that the inbound leg will be the standard duration.
GPS-equipped aircraft have some additional options for holding. Rather than being based on time, the leg lengths for GPS holding patterns are based on distances. The controller, or the applicable chart, specifies the length of the outbound leg. The end of the outbound leg is determined by the distance.
Charted holding procedure on the low altitude enroute chart with 5 mile legs specified.
Because the size of the holding pattern is directly proportional to the speed of the aircraft, maximum holding speeds in knots indicated airspeed (KIAS) have been designated for specific altitude ranges. Often pilots can avoid flying a holding pattern or reduce the length of time spent in the holding pattern, by slowing down on the way to the holding fix.
Maximum holding speeds in knots indicated.
Turns in the hold should be standard rate, but not more than 30 degrees. If you are using a flight director, the maximum bank angle is 25 degrees. Except when turning, you should compensate for the wind. Outbound you should triple the wind correction angle used to track the inbound course. This will distort the racetrack shape, but keep you inside the holding pattern protected airspace.
The racetrack pattern will be distored with appropriate wind correction.
The protected airspace is not charted, but it is shaped somewhat like and centered upon the holding pattern. This puts about 60% of the protected area on the holding side, so the majority of your maneuvering should be on this side.
The majority of your maneuvering should be on the hodling side as this is where the majority of the protected airspace exists.
Holding protected airspace is designed based in part on pilot compliance with three recommended holding pattern entry procedures.
Parallel Procedure. When approaching the holding fix from parrell sector, the parallel entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side for one minute, turn in the direction of the holding pattern through more than 180 degrees, and return to the holding fix or intercept the holding course inbound.
When approaching the holding fix from anywhere in the teardrop sector, the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30 degree teardrop entry within the pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept the inbound holding course.
When approaching the holding fix from anywhere in the direct sector, the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern.
To help determine which sector you fall within when approaching a holding fix, look at where the outbound course falls on your heading indicator or H-S-I when flying direct to the fix. Divide the indicator into three segments as depicted below. And for a standard right-turn hold, and you can visualize exactly what kind of entry is expected.
You can visualize exactly what kind of entry is expected when placing the outbound course on the heading indicator when flying direct to the fix.
The teardrop section is the smallest, only 70 degrees on the right of the nose. At the fix, turn to a heading 30 degrees from the outbound course toward the holding side for one minute. Then turn in the direction of the holding pattern to intercept the holding course.
The direct entry section is the largest, covering a 180-degree arc. Simply turn right outbound and fly the pattern.
The parallel segment is 110 degrees to the left of the nose. Turn to the outbound heading, correct for wind if known, fly for one minute, and then turn toward the holding pattern more than 180 degrees. Return to the holding fix or intercept the holding course inbound.
This method of visualizing the outbound course on the heading indicator is also referred to as the “thumb” method because placing your thumb to the right (for right-hand turns) or the left (for left-hand turns) will approximate the teardrop entry area as decpicted below.
Placing your thumb to the left or right of your current heading can help identify the correct holding entry procedure.
A non-standard holding pattern uses left turns, and the entry procedure diagram has to be flipped so the teardrop section is in the upper left. For non-standard left turns, use your left thumb to mark the 70-degree teardrop section, and the remaining sections fall into place. Right turns, right thumb.
The entry procedure diagram has to be flipped so the teardrop section is in the upper left for left hand turns.
It’s worth noting that modern GPS navigators can be programmed for holding procedures and coupled with an autopilot, can also fully execute a hold. There are also devices available to help determine the correct entry.
Home Simulation for IFR Training – Tuesday, February 11, 3pm
Today’s flight simulators offer more versatility and feasibility to instrument flight rules training than ever expected. Join Sporty’s, Chris McGonegle, in this webinar video as he covers how to build and feature set an at home flight simulator tailored towards instrument flying. He’ll cover what type of computer is recommended, what simulator hardware works best, and today’s leading edge software options. Coverage of how to use a simulator from a pilot’s perspective, as well as resources to stay in the IFR corridor. This webinar presentation provides valuable insights and techniques to make the most of your at-home training setup.
Topics Covered:
•Sourcing / Building a Flight Simulator for IFR Flight
•Rules to Digitally Fly By
•Flight Simulator Expectations
•Scenarios to Fly in a Simulator
•Challenges to Expand your Envelope
•Resources for Additional IFR Simulator Training / Knowledge
https://media.ifrfocus.com/wp-content/uploads/2025/02/16111937/Copy-of-simulator-webinar.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngIFR Focus Team2025-02-16 08:55:542025-06-16 11:19:45Webinar Video: Home Simulation For IFR Training and Proficiency—a Pilot’s Perspective
An Instrument Rating will provide more freedom, confidence, and utility for your Private Pilot certificate as you no longer limited to VFR conditions. Not only will you have the skills and confidence for flying in more diverse weather conditions, and solely by reference to instruments, but instrument flying will introduce more precise flying and enhanced utilization of ATC services which can equate to safer flying.
Steps to Earning an Instrument Rating
1) Ensure Eligibility
Instrument Rating eligibility is outlined in 14 CFR 61.65. A person who applies for an instrument rating must:
Hold at least a current private pilot certificate
Be able to read, speak, write, and understand the English language.
2) Complete your ground school & written test
Instrument rating applicants are required to receive and log ground training from an instructor or complete a home-study course of training on the required aeronautical knowledge areas. Sporty’s online Instrument Rating Course will help you ace your FAA written test, save money during flight training, and become a better pilot. Over 12 hours of HD video and animations explain everything you need to know to earn your Instrument Rating and feel confident in the clouds. Combine that with powerful test prep tools, a comprehensive document library, interactive exercises, and convenient app options, and you have aviation’s most complete training course.
3) Complete your IFR flight training
To be eligible for the checkride, applicants must have logged the required aeronautical experience which includes:
50 hours of cross-country as PIC (at least 10 hours in an airplane)
40 hours of instrument time (simulated or actual) to include 15 hours of instruction
Areas of IFR training include preflight preparation, clearances, basic attitude instrument flying, navigation, emergency operations and post flight procedures. Sporty’s Flight Training Central offers a flight school directory to help you identify a flight school and instructor for your IFR training.
4) Complete your practical test (checkride)
After you’ve completed the requirements above, you’ll be ready for your instructor to provide an endorsement for your IFR checkride. You should enlist the assistance of your instructor or flight school in scheduling the exam. Familiarize yourself with the Airman Certification Standards (ACS) for the Instrument Rating – the guide the examiner will use for your evaluation. Ensure your Instrument Rating application (8710) is completed and signed within IACRA. Complete any necessary preflight planning such as an aircraft weight and balance or IFR flight plan.
Sporty’s Instrument Rating Course also provides a dedicated checkride prep module with oral exam flashcards, helpful tips, an interactive checklist, and the current ACS.
Best wishes in your IFR training!
https://media.ifrfocus.com/wp-content/uploads/2023/02/17120728/Kaitlin-IFR-checklist.png26874778IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngIFR Focus Team2025-02-02 08:55:482025-05-30 10:18:47Transitioning to IFR flying with an Instrument Rating
This fast-paced presentation covers a wide range of practical topics on flying with the iPad and the ForeFlight Mobile app. Led by Bret Koebbe, an active pilot and flight instructor at Sporty’s and Editor of iPad Pilot News, this presentation will explore topics applicable to pilots of all iPad experience levels. This includes how to turn the iPad into your digital copilot, tips for flying with ADS-B weather on your iPad, and how to use ForeFlight to improve your flight planning.
Topics include:
– Leveraging an iPad when flying
– Flying with ADS-B weather
– Using ForeFlight to improve flight planning
https://media.ifrfocus.com/wp-content/uploads/2024/11/16112153/Copy-of-register-for-ipad-webinar-ipn.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngIFR Focus Team2024-11-21 08:55:322025-06-16 11:22:01Webinar Video: Flying with the iPad as a Digital Copilot
Don’t see your question or have other written test feedback? Please email us at cfi@sportys.com.
Scheduling your FAA Knowledge Test.
FAA written exams are provided through PSI.
The FAA utilizes a third-party testing provider, PSI Services, to administer all written exams. PSI exams are available at a number of testing locations throughout the US and abroad and can be scheduled online. Locating a written testing center is accomplished as part of the test registration process.
What documentation do I need when taking the FAA Knowledge Test?
An applicant must present state or federal government-issued photo identification as proof they are at least the minimum eligibility age required for the requested knowledge test. Acceptable forms of identification are noted in the table below. In the case of an applicant under the age of 18, who does not possess an acceptable of identification, a parent or legal guardian is required to accompany the applicant, and after presenting identification as described in the above table, may attest to the applicant’s identity.
You must also present an acceptable authorization or endorsement to take the exam. That can include:
A certificate of graduation from a home-study course developed by the aeronautical enterprise providing the study material
A written statement or logbook endorsement from an FAA-certified ground or flight instructor, certifying that you have satisfactorily completed the required ground instruction
Logbook entries by an FAA-certified ground or flight instructor, certifying satisfactory completion of the required ground instruction
A certificate of graduation from a pilot training course conducted by an FAA-approved pilot school, or a statement of accomplishment from the school certifying the satisfactory completion of the ground-school portion of such a course
What should I expect when taking the FAA Knowledge Test?
When you arrive at your chosen test facility, your documents (authorization and identification) will be reviewd by the test proctor and you will be checked-in for the exam. The test proctor will review the testing requirements and procedures and provide you with the opportunity to ask questions. The test will be taken at a computer terminal and will consist of multiple choice test questions. You will be able to mark questions for further consideration as the questions will not be scored until you make a final submission. The minimum passing score is 70%.
The Private Pilot and Instrument Rating exams each consist of 60 questions and you are given two hours to complete. The Commercial Pilot exam has 100 questions and you are given 2.5 hours to complete the test. Here are a few testing tips:
Incorrect alternatives may be attractive if you do not understand the question, so take your time and be sure that you understand the question before considering the possible answers.
You’ll find it helpful not to even look at the choices until you understand what the question is asking.
Don’t linger too long on any one question. Answer the questions you readily know and then go back to the ones you find difficult.
After submitting the test, test results will be given to you immediately, and you’ll want to hold on to them because you’ll need to give them to the FAA examiner when you take your practical test.
What can I bring to the FAA Knowledge Test?
Testing aids such as an E6B flight computer are permissable.
Applicants may use test aids such as scales, straightedges, protractors, plotters, navigation computers, log sheets, and all models of aviation-oriented calculating devices that are directly related to the test. In addition, applicants may use any test materials provided with the test. Manufacturer’s permanently inscribed instructions on the front and back of such aids, e.g., formulas, conversions, regulations, signals, weather data, holding pattern diagrams, frequencies, weight and balance formulas, and air traffic control procedures are also permissible.
Please note, the test proctor may deny the use of their personal calculating devices if the applicant’s device does not have a screen that indicates all memory has been erased.
How do I prepare for the FAA Knowledge Test?
Sporty’s online courses provide a dedicated written test prep module.
You should study the materials identified by your flight instructor or included in a home-study course. Sporty’s online courses featured a dedicated test preparation module with interactive tools. Users may create unlimited study sessions from a proprietary database of thousands of test questions. Plain English explanations are written by Sporty’s team of CFIs. Detailed analytics show users which areas need the most help, and allow you to study only the questions you’ve missed. Then, you may take an unlimited number of practice tests that simulates the real knowledge exam.
What happens if I fail the exam?
While failing an exam is rare, you may retake the test. Your instructor should review your knowledge test report with you and cover the areas that were deficient. When you are ready to retake the test, you must present either the Airman Knowledge Test Report (AKTR), or an airman computer test report (if the test was taken at an FAA-designated computer testing center).
The applicant must also present an endorsement from an instructor who provided the additional training. This endorsement may be in the form of a signed written statement, logbook entry, or by completing the Authorized Instructor’s Statement portion of the failed AKTR.
Sporty’s FAA Knowledge Test Updates
Sporty’s publishes regular written test question updates for its test preparation module. While the FAA does not publish actual test questions, representative test questions are available, and new questions released by Sporty’s represent emphasis areas which you will likely enounter on the test.
The written test may include validation questions which are questions used to accumulate data for statistical analysis of test question validity and performance. Validation questions are NON-scored questions, and do NOT count against the applicant’s final test score.
How long is a successful knowledge test valid?
A knowledge test expires 24 calendar months after the month it was taken. If a practical test is not completed during that period, another knowledge test must be taken.
Where can I access the Knowledge Test Supplements?
This Airman Knowledge Testing Supplement is the reference book used for the written exam. Questions that require referencing figures or charts will reference these documents.
Can I submit a suggested test question to the FAA?
To suggest an airman knowledge test question, please send an email to afs630comments@faa.gov. You’ll need to include the applicable knowledge test, topic, proposed question, correct answer, suggested distractor answers, reference document, and contact information.
Don’t see your question or have other written test feedback? Please email us at cfi@sportys.com.
If you’ve already completed a test, please complete our 5-question survey.
https://media.ifrfocus.com/wp-content/uploads/2025/02/16111709/Copy-of-instrument-written-webinar.png10001250IFR Focus Teamhttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngIFR Focus Team2024-01-29 08:55:592025-06-16 11:33:08A Comprehensive Guide to the FAA Knowledge Test
IFR Holding Procedures Explained: A Pilot’s Guide to Holding Patterns
/by Eric RadtkeWhen controllers anticipate a delay, usually due to a high volume of traffic, weather, or both, pilots are usually issued a holding clearance. If the holding pattern assigned by ATC is charted, pilots are expected to hold as indicated. Holding patterns at the most generally used holding fixes are charted on Low or High Altitude En Route, Area, Departure Procedure, and Arrival Charts. When ATC issues a clearance requiring you to hold at a fix where a holding pattern is not charted, pilots are issued complete holding instructions. The holding instructions will include:
Let’s look at holding clearance example below to identify the various components (note the absence of turn direction indicates standard, right hand turns are expected):
Hold north (direction from the fix) of Volunteer on the 360 degree radial (name of VOR fix and course), five mile legs (leg length), expect further clearance at 15:50 zulu (EFC) time now, 15:40 zulu (current time is often issued as a courtesy so that pilots quickly know how long they may have to hold for fuel planning purposes).
Pilots are required to maintain the last assigned altitude unless a new altitude is specifically included in the holding clearance. Pilots are expected to hold on the inbound course using right turns unless instructed otherwide. In the example instructions above, the INBOUND course would be 180 degrees if holding on the 360 degree radial.
When executing a holding pattern above 14,000 feet, the inbound leg should be 1.5 minutes in duration. When at or below 14,000 feet, the inbound leg should be 1 minute. Timing of the outbound leg should begin abeam the holding fix or at the completion of the turn. Fly the first outbound leg at the appropriate standard duration, then adjust subsequent outbound legs so as to make the inbound leg the standard 1 or 1.5 minute duration. This will vary with wind.
Timing of the holding pattern should be adjusted on the outbound leg so that the inbound leg will be the standard duration.
GPS-equipped aircraft have some additional options for holding. Rather than being based on time, the leg lengths for GPS holding patterns are based on distances. The controller, or the applicable chart, specifies the length of the outbound leg. The end of the outbound leg is determined by the distance.
Charted holding procedure on the low altitude enroute chart with 5 mile legs specified.
Because the size of the holding pattern is directly proportional to the speed of the aircraft, maximum holding speeds in knots indicated airspeed (KIAS) have been designated for specific altitude ranges. Often pilots can avoid flying a holding pattern or reduce the length of time spent in the holding pattern, by slowing down on the way to the holding fix.
Maximum holding speeds in knots indicated.
Turns in the hold should be standard rate, but not more than 30 degrees. If you are using a flight director, the maximum bank angle is 25 degrees. Except when turning, you should compensate for the wind. Outbound you should triple the wind correction angle used to track the inbound course. This will distort the racetrack shape, but keep you inside the holding pattern protected airspace.
The racetrack pattern will be distored with appropriate wind correction.
The protected airspace is not charted, but it is shaped somewhat like and centered upon the holding pattern. This puts about 60% of the protected area on the holding side, so the majority of your maneuvering should be on this side.
The majority of your maneuvering should be on the hodling side as this is where the majority of the protected airspace exists.
Holding protected airspace is designed based in part on pilot compliance with three recommended holding pattern entry procedures.
Parallel Procedure. When approaching the holding fix from parrell sector, the parallel entry procedure would be to turn to a heading to parallel the holding course outbound on the nonholding side for one minute, turn in the direction of the holding pattern through more than 180 degrees, and return to the holding fix or intercept the holding course inbound.
When approaching the holding fix from anywhere in the teardrop sector, the teardrop entry procedure would be to fly to the fix, turn outbound to a heading for a 30 degree teardrop entry within the pattern (on the holding side) for a period of one minute, then turn in the direction of the holding pattern to intercept the inbound holding course.
When approaching the holding fix from anywhere in the direct sector, the direct entry procedure would be to fly directly to the fix and turn to follow the holding pattern.
To help determine which sector you fall within when approaching a holding fix, look at where the outbound course falls on your heading indicator or H-S-I when flying direct to the fix. Divide the indicator into three segments as depicted below. And for a standard right-turn hold, and you can visualize exactly what kind of entry is expected.
You can visualize exactly what kind of entry is expected when placing the outbound course on the heading indicator when flying direct to the fix.
The teardrop section is the smallest, only 70 degrees on the right of the nose. At the fix, turn to a heading 30 degrees from the outbound course toward the holding side for one minute. Then turn in the direction of the holding pattern to intercept the holding course.
The direct entry section is the largest, covering a 180-degree arc. Simply turn right outbound and fly the pattern.
The parallel segment is 110 degrees to the left of the nose. Turn to the outbound heading, correct for wind if known, fly for one minute, and then turn toward the holding pattern more than 180 degrees. Return to the holding fix or intercept the holding course inbound.
This method of visualizing the outbound course on the heading indicator is also referred to as the “thumb” method because placing your thumb to the right (for right-hand turns) or the left (for left-hand turns) will approximate the teardrop entry area as decpicted below.
Placing your thumb to the left or right of your current heading can help identify the correct holding entry procedure.
A non-standard holding pattern uses left turns, and the entry procedure diagram has to be flipped so the teardrop section is in the upper left. For non-standard left turns, use your left thumb to mark the 70-degree teardrop section, and the remaining sections fall into place. Right turns, right thumb.
The entry procedure diagram has to be flipped so the teardrop section is in the upper left for left hand turns.
It’s worth noting that modern GPS navigators can be programmed for holding procedures and coupled with an autopilot, can also fully execute a hold. There are also devices available to help determine the correct entry.
Are you ready to practice? Test your holding pattern entry knowledge in this interactive holding exercise from Sporty’s Instrument Rating Course.
Webinar Video: Home Simulation For IFR Training and Proficiency—a Pilot’s Perspective
/by IFR Focus TeamHome Simulation for IFR Training – Tuesday, February 11, 3pm
Today’s flight simulators offer more versatility and feasibility to instrument flight rules training than ever expected. Join Sporty’s, Chris McGonegle, in this webinar video as he covers how to build and feature set an at home flight simulator tailored towards instrument flying. He’ll cover what type of computer is recommended, what simulator hardware works best, and today’s leading edge software options. Coverage of how to use a simulator from a pilot’s perspective, as well as resources to stay in the IFR corridor. This webinar presentation provides valuable insights and techniques to make the most of your at-home training setup.
Topics Covered:
•Sourcing / Building a Flight Simulator for IFR Flight
•Rules to Digitally Fly By
•Flight Simulator Expectations
•Scenarios to Fly in a Simulator
•Challenges to Expand your Envelope
•Resources for Additional IFR Simulator Training / Knowledge
Transitioning to IFR flying with an Instrument Rating
/by IFR Focus TeamAn Instrument Rating will provide more freedom, confidence, and utility for your Private Pilot certificate as you no longer limited to VFR conditions. Not only will you have the skills and confidence for flying in more diverse weather conditions, and solely by reference to instruments, but instrument flying will introduce more precise flying and enhanced utilization of ATC services which can equate to safer flying.
Steps to Earning an Instrument Rating
1) Ensure Eligibility
Instrument Rating eligibility is outlined in 14 CFR 61.65. A person who applies for an instrument rating must:
Instrument rating applicants are required to receive and log ground training from an instructor or complete a home-study course of training on the required aeronautical knowledge areas. Sporty’s online Instrument Rating Course will help you ace your FAA written test, save money during flight training, and become a better pilot. Over 12 hours of HD video and animations explain everything you need to know to earn your Instrument Rating and feel confident in the clouds. Combine that with powerful test prep tools, a comprehensive document library, interactive exercises, and convenient app options, and you have aviation’s most complete training course.
To be eligible for the checkride, applicants must have logged the required aeronautical experience which includes:
Areas of IFR training include preflight preparation, clearances, basic attitude instrument flying, navigation, emergency operations and post flight procedures. Sporty’s Flight Training Central offers a flight school directory to help you identify a flight school and instructor for your IFR training.
After you’ve completed the requirements above, you’ll be ready for your instructor to provide an endorsement for your IFR checkride. You should enlist the assistance of your instructor or flight school in scheduling the exam. Familiarize yourself with the Airman Certification Standards (ACS) for the Instrument Rating – the guide the examiner will use for your evaluation. Ensure your Instrument Rating application (8710) is completed and signed within IACRA. Complete any necessary preflight planning such as an aircraft weight and balance or IFR flight plan.
Sporty’s Instrument Rating Course also provides a dedicated checkride prep module with oral exam flashcards, helpful tips, an interactive checklist, and the current ACS.
Best wishes in your IFR training!
Quiz: IFR Approach Chart Symbols
/by Chris ClarkeDo you know how to interpret the codes and symbols on an IFR approach chart?
Webinar Video: Flying with the iPad as a Digital Copilot
/by IFR Focus TeamFlying with the iPad as a Digital Copilot
This fast-paced presentation covers a wide range of practical topics on flying with the iPad and the ForeFlight Mobile app. Led by Bret Koebbe, an active pilot and flight instructor at Sporty’s and Editor of iPad Pilot News, this presentation will explore topics applicable to pilots of all iPad experience levels. This includes how to turn the iPad into your digital copilot, tips for flying with ADS-B weather on your iPad, and how to use ForeFlight to improve your flight planning.
Topics include:
– Leveraging an iPad when flying
– Flying with ADS-B weather
– Using ForeFlight to improve flight planning
A Comprehensive Guide to the FAA Knowledge Test
/by IFR Focus TeamCongratulations on reaching the FAA Knowledge Test milestone. Below are some helpful tips and insight for a successful written test experience.
Don’t see your question or have other written test feedback? Please email us at cfi@sportys.com.
Scheduling your FAA Knowledge Test.
FAA written exams are provided through PSI.
The FAA utilizes a third-party testing provider, PSI Services, to administer all written exams. PSI exams are available at a number of testing locations throughout the US and abroad and can be scheduled online. Locating a written testing center is accomplished as part of the test registration process.
The first step to scheduling your FAA written exam is to visit https://faa.psiexams.com/faa/login. First time users will be required to create an account. You may also review exam eligibility requirements from the link on the homepage.
Read more on scheduling the FAA Knowledge Test.
What documentation do I need when taking the FAA Knowledge Test?
An applicant must present state or federal government-issued photo identification as proof they are at least the minimum eligibility age required for the requested knowledge test. Acceptable forms of identification are noted in the table below. In the case of an applicant under the age of 18, who does not possess an acceptable of identification, a parent or legal guardian is required to accompany the applicant, and after presenting identification as described in the above table, may attest to the applicant’s identity.
You must also present an acceptable authorization or endorsement to take the exam. That can include:
What should I expect when taking the FAA Knowledge Test?
When you arrive at your chosen test facility, your documents (authorization and identification) will be reviewd by the test proctor and you will be checked-in for the exam. The test proctor will review the testing requirements and procedures and provide you with the opportunity to ask questions. The test will be taken at a computer terminal and will consist of multiple choice test questions. You will be able to mark questions for further consideration as the questions will not be scored until you make a final submission. The minimum passing score is 70%.
The Private Pilot and Instrument Rating exams each consist of 60 questions and you are given two hours to complete. The Commercial Pilot exam has 100 questions and you are given 2.5 hours to complete the test. Here are a few testing tips:
After submitting the test, test results will be given to you immediately, and you’ll want to hold on to them because you’ll need to give them to the FAA examiner when you take your practical test.
What can I bring to the FAA Knowledge Test?
Testing aids such as an E6B flight computer are permissable.
Applicants may use test aids such as scales, straightedges, protractors, plotters, navigation computers, log sheets, and all models of aviation-oriented calculating devices that are directly related to the test. In addition, applicants may use any test materials provided with the test. Manufacturer’s permanently inscribed instructions on the front and back of such aids, e.g., formulas, conversions, regulations, signals, weather data, holding pattern diagrams, frequencies, weight and balance formulas, and air traffic control procedures are also permissible.
Please note, the test proctor may deny the use of their personal calculating devices if the applicant’s device does not have a screen that indicates all memory has been erased.
How do I prepare for the FAA Knowledge Test?
Sporty’s online courses provide a dedicated written test prep module.
You should study the materials identified by your flight instructor or included in a home-study course. Sporty’s online courses featured a dedicated test preparation module with interactive tools. Users may create unlimited study sessions from a proprietary database of thousands of test questions. Plain English explanations are written by Sporty’s team of CFIs. Detailed analytics show users which areas need the most help, and allow you to study only the questions you’ve missed. Then, you may take an unlimited number of practice tests that simulates the real knowledge exam.
What happens if I fail the exam?
While failing an exam is rare, you may retake the test. Your instructor should review your knowledge test report with you and cover the areas that were deficient. When you are ready to retake the test, you must present either the Airman Knowledge Test Report (AKTR), or an airman computer test report (if the test was taken at an FAA-designated computer testing center).
The applicant must also present an endorsement from an instructor who provided the additional training. This endorsement may be in the form of a signed written statement, logbook entry, or by completing the Authorized Instructor’s Statement portion of the failed AKTR.
Sporty’s FAA Knowledge Test Updates
Sporty’s publishes regular written test question updates for its test preparation module. While the FAA does not publish actual test questions, representative test questions are available, and new questions released by Sporty’s represent emphasis areas which you will likely enounter on the test.
What are validation questions?
The written test may include validation questions which are questions used to accumulate data for statistical analysis of test question validity and performance. Validation questions are NON-scored questions, and do NOT count against the applicant’s final test score.
How long is a successful knowledge test valid?
A knowledge test expires 24 calendar months after the month it was taken. If a practical test is not completed during that period, another knowledge test must be taken.
This Airman Knowledge Testing Supplement is the reference book used for the written exam. Questions that require referencing figures or charts will reference these documents.
How do I replace a lost Knowledge Test Report?
You may log into your PSI account and print a duplicate or expired test report. https://faa.psiexams.com/faa/login
Can I submit a suggested test question to the FAA?
To suggest an airman knowledge test question, please send an email to afs630comments@faa.gov. You’ll need to include the applicable knowledge test, topic, proposed question, correct answer, suggested distractor answers, reference document, and contact information.
Don’t see your question or have other written test feedback? Please email us at cfi@sportys.com.
If you’ve already completed a test, please complete our 5-question survey.