No one enjoys being evaluated, but the checkride is a necessary step.
Checkride day is finally here – the end of one chapter in your aviation journey filled with many triumphs and challenges unique to flight training. Only the satisfaction of putting your knowledge, skills and decision-making ability you’ve accumulated into the checkride remain.
While it’s important to understand, by virtue of your instructor’s endorsement, that you’ve met all of the requisite knowledge, experience, and skill elements to become a pilot, it doesn’t completely alleviate the inevitable checkride jitters. A good examiner will approach the checkride of the mindset that you’re a licensed pilot unless given reason to believe otherwise. This is an important distinction from the belief that it’s up to you to prove your worth.
I’m convinced no one actually enjoys the checkride environment. The thought of an examiner, who may be someone unfamiliar, carefully analyzing your every response, decision and input can rattle you to the core unless properly managed. There are those who possess more confidence, either through preparedness or ignorance, and those who naturally excel in the high-stakes checkride setting. But given the option between evaluation and not, suffice it to say we’d all retreat to safety and comfort.
But no matter the side of the coin you find yourself on, the checkride is the necessary and required step for certification so let’s look at what to expect, how to prepare, and how to settle the nerves.
Don’t wait until checkride day to meet your examiner.
1) Don’t wait until checkride day to meet your examiner. While the onus should be on your CFI or flight school to ensure you’re property introduced and briefed as to what to expect from the examiner, do your part and insist on learning as much as you can about the individual and the exam profile. No, this isn’t cheating. Quite the contrary. This is a wise, prudent step in preparing for the big day. Nearly all examiners have their “thing” they may wish to emphasize or teach and if it’s important enough to test, it’s important enough to teach and learn.
Does the examiner have a typical cross-country and diversion scenario? Does the examiner prefer to combine maneuvers? Is there an airport the examiner enjoys visiting? Does the examiner have a preferred emergency scenario? Will the examiner insist on examining aircraft logs? Does the examiner fully embrace your electronic charts? For an IFR checkride, what are the most likely instrument approaches?These are some questions you may consider answering in advance of the checkride.
2) Set the stage for success by ensuring the details are complete. This begins with a review of experience requirements for the certification itself. It’s wise to be versed in these requirements and know where the elements are documented in the logbook. Written test results should be in hand with an understanding of deficient knowledge areas. Be sure to have payment in an acceptable form at the ready. Sporty’s offers interactive checkride checklists within its online courses to ensure you’ve complete the details.
Complete your performance planning before the checkride.
3) Know the certification standards which are the examiner’s guidebook. Have a thorough understanding and even a copy of the standards with you so it may be referenced if necessary. Don’t panic if you haven’t spent much time in the certification standards. Your instructor will have been teaching to these standards along the way, but it would still be a worthy investment of your checkride preparation time, to familiarize yourself with the guidance.
4) Have aircraft logbooks and/or records available. Many examiners will expect the pilot to demonstrate aircraft airworthiness with a review of the aircraft logbooks. While you may be able to recite, chapter and verse, the required aircraft inspections, you may be asked to take it a step further by locating those required checks in the aircraft and engine logs. Don’t make checkride day the first time for opening an aircraft log.
5) Complete weight and balance, performance, and cross-country planning. A basic expectation of any checkride is flight planning. You may be asked to prepare a cross-country flight plan. Suffice it to day, weight and balance and performance data should be a part of this preparation. Check and double check your work and be prepared to explain how the information was derived especially when using flight planning apps. Most examiners will use the flight plan as a means to exploring other areas of the certification standard typically contained in the oral phase. Even if you’ve transitioned to the flight phase of the checkride, oral questioning can and likely will continue.
6) Take charge and be in command. Transitioning to the flight phase, consider that part of the examiner’s evaluation includes your ability to make safe, sound decisions and be the pilot-in-command. Take control (command) of the situation and make your own definitive go/no-go decision and carry this mantra all of the way though your flight. If you don’t like how a situation is unfolding, take action. Perfection is not a passing requirement, but good decisions are.
Review the required ACS maneuvers so the procedures are fresh.
For your checkride, DO:
Learn the examiner ahead of your checkride and study the expected profile.
Complete the details – 8710 application, logbook, written exam results, flight plan, payment all in order.
Review all of the airspace and chart symbology along the cross-country route ahead of the checkride to ensure that it is understood.
For an IFR checkride, review all likely instrument approach procedures
Study your aircraft’s limitations and memory items. Examiners are fond of using these elements as starters for many of your oral questioning.
Relax in between maneuvers and don’t rush.
Be the PIC and fly as you’ve trained.
Review the appropriate ACS to ensure that you are comfortable and familiar with what is to be expected.
Review popular oral exam questions. Sporty’s offers oral exam flashcards as part of its checkride preparation module with questions and answers of likely oral exam questions. Review a sample from the Instrument Rating Course below:
[qdeck summary=”true” align=”center”]
[q] Do the airworthiness and federal registration certifiates for the aircraft expire?
[a] The airworthiness certificate does not expire, but the registration expires seven years after the last day of the month in which it was issued.
[q] What can a pilot do to improve the effectiveness of vision at night?
[a] Allow 30 minutes for eyes to adjust, avoid bright lights, utilize off-center viewing and be aware that depth perception is degraded.
[q] To exercise the privileges of BasicMed, what additional documents must the PIC have?
[a] A current and valid driver’s license, the completed CMEC checklist and documentation of completion of the BasicMed course.
[q] When tracking in bound on the localizer, which of the following is the proper procedure regarding drift corrections?
[a] Drift corrections should be accurately established before reaching the outer marker and completion of the approach should be accomplished with heading corrections no greater than 2°.
Drift corrections should be small and reduced proportionately as the course narrows. By the OM, drift correction should be established accurately enough to permit completion of the approach, with heading corrections no greater than 2°.
[q] (Refer to the figure below) ATC has cleared you for the ILS 6 approach to BDL. The ceiling is reported at 400 feet AGL and visibility is 1 mile. After intercepting the glideslope, ATC notifies you that the approach lighting system is inoperative. How should you proceed?
[a] Increase the visibility minimums to RVR 4000.
The approach chart indicates that Runway 6 features ALSF-2 approach lighting. The top left of the chart states to increase the RVR to 4000 when the ALSF-2 lighting system is inoperative.
[x] If you found this helpful, Sporty’s Instrument Rating Course has flashcards for all topics on IFR flying.
Sharpen your skills or prepare for the knowledge test with Flashcard mode in Study Sessions.
[restart]
[/qdeck]
For your checkride, DON’T:
Study obscure regulatory or AIM entries searching for the needle in the haystack.
Memorize answers. Learn the material, not someone else’s summary of the material.
Cram up to checkride time. Once you’re within a few hours of the exam, put the books down and relax.
You can always be better and no one expects perfection. When your CFI says you’re ready, go for it.
If you make a mistake, own it and move on.
Depart from your routine. Begin and end your days as you ordinarily would.
Second guess. Your first instinct is usually correct.
Examiners have a job to do, but they are people and pilots just like you. If there is some question of what is being asked, ask for clarification. Communication is key to the examiner understanding your thought process and decision making. Checkrides have plenty of emotion and pressure that will hopefully allow you to excel. Don’t bring unnecessary pressure or emotion to the flight by overreaching or trying to do too much. Fly like you’ve trained and be the PIC.
https://media.ifrfocus.com/wp-content/uploads/2025/02/23125644/Copy-of-checkride-day.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-02-27 08:55:282025-06-23 12:56:51How to prepare for instrument checkride day
The FAA Instrument Written is the source of plenty of angst and stress for IFR pilots. But not to worry as this webinar presentation we’ll show you how to use reliable study methods and advanced learning features within Sporty’s Instrument Rating Course, including Aviation Intelligence℠ (AI), to make the instrument training an engaging and meaningful experience, and not just another exercise in rote memorization. Presented by Sporty’s Senior Flight Instructor and lead course developer, Bret Koebbe.
https://media.ifrfocus.com/wp-content/uploads/2025/02/16111709/Copy-of-instrument-written-webinar.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-02-23 08:55:232025-06-16 11:17:17Webinar Video: How to Ace Your FAA Instrument Written
During your instrument training, and likely as part of ongoing currency or an instrument proficiency check (IPC), you routinely fly instrument approach procedures to “minimums” under simulated conditions. In the case of a precision approach, this would be to the decision altitude (DA). On a non-precision approach, this would be at the minimum descent altitude (MDA) and the designated missed approach point.
As part of the training routine, at the missed approach point the instructor or safety pilot would typically either call the runway in sight at which point you would transition to landing or call for a missed approach to be flown. This is good practice because a) it is rarely done during your everyday flying b) it is the ultimate test of your basic attitude instrument flying and procedures and c) it demonstrates your capability in handling a stressful, task-heavy scenario in close proximity to the ground.
The more likely scenario when flying under instrument flight rules (IFR) is the option to complete the flight under visual flight rules (VFR), flying a visual approach procedure, or flying an instrument procedure in which you acquire the runway visually well above the charted “minimums.”
Needless to say, I was surprised to be faced with a scenario in which the weather was forecast to be at or below approach minimums on a recent leg from Florida to Cincinnati (KLUK – Cincinnati Lunken Airport). A stationary front with a lot of moisture resulted in a temperature and dew point at an identical 11°C and low IFR conditions. In plain language, it was a soupy mess throughout the Ohio valley in which the morning fog was replaced by mist and low-level clouds.
The fact that low IFR conditions existed throughout the region also made identifying a legal and practical alternate airport a challenge. As a refresher, § 91.169 (IFR flight plan: Information required) requires an alternate airport be filed if, from one after before to one hour after the estimated time of arrival, the ceiling (lowest broken or overcast layer) will be below 2,000’ or the visibility less than 3 statute miles. To be eligible as an alternate airport, if the airport has a precision approach, the ceiling must be at least 600’ and visibility at least 2 statute miles at the estimated time of arrival to the alternate.
In our case, the Lexington Blue Grass Airport (KLEX) met the alternate approach criteria. But to comply with § 91.167 (Fuel requirements for flight in IFR conditions), we had to plan for enough fuel to fly to our intended destination and then fly to the planned alternate airport plus an additional 45 minutes. And we also planned for enough fuel to execute an approach procedure at each airport and considered additional time for vectors and even a potential delay as low IFR conditions can create congestion in busy terminal airspace such as Cincinnati. As you can imagine, this resulted in a substantial increase in fuel required for the flight which we were thankfully able to accommodate.
With our planning complete and passengers aboard, we departed the clear skies and warmth of Florida for the cool cloudiness of the Midwest. Monitoring the destination enroute courtesy of ADS-B, the ceiling and visibility was maintaining just above minimums as forecast. However, after briefing the RNAV (GPS) Rwy 21L approach and beginning our initial descent for Cincinnati, the latest METAR indicated a ceiling and visibility just at landing minimums.
While the procedure for the RNAV (GPS) RWY 21L indicates a DA of 756’ (281’ above the airport), a FDC NOTAM raises the DA to 797’ (322’ above the airport) – always check NOTAMS!
We were able to learn through ATC that aircraft were still landing at Lunken airport in spite of the most recent METAR with multiple pilot reports that the weather conditions were “right at minimums.” Given this information, and plenty of reserve fuel, we opted to continue to our planned destination as opposed to diverting to our alternate.
After a magnificent vector from the controller (thank you CVG TRACON), and a stable autopilot-coupled approach, we were approaching our DA. Given a two-pilot crew, the pilot monitoring was able to focus attention on monitoring DA as well as acquiring the required visual contact for landing. Given the conditions, I anticipated being able to see the approach lighting system before the runway and included that information in the approach briefing. In the case of the Rwy 21L, the chart indicates a medium intensity lighting system (MALSR) with sequenced flashing lights – a big help in these low visibility conditions.
At the DA, I was able to see the approach lighting system. Are we allowed to continue?
Yes, 91.175(c) (Takeoff and landing under IFR) allows for flight below the published DA if the approach light system is visible, but only down to 100’ above the touchdown zone elevation unless the red terminating bars or red side row bars are “distinctly visible and identifiable” or the runway environment is in sight which includes:
The threshold.
The threshold markings.
The threshold lights.
The runway end identifier lights.
The visual glideslope indicator.
The touchdown zone or touchdown zone markings.
The touchdown zone lights.
The runway or runway markings.
The runway lights.
Within seconds of identifying the approach lights, the runway threshold came into view and we landed in calm winds; however, the advanced planning included having our missed approach altitude set and procedure committed to memory along with rehearsing the action items upon executing the missed which is universal:
Go-Around Power
Go-Around Pitch
Flaps (appropriate setting)
Positive rate/gear up
Navigate
Communicate
And we leave the hangar with the satisfaction of having completed a safe, disciplined flight with the entire system working together from meteorologists, to air traffic controllers to the other pilots in the system willing to share up-to-date vital information via pilot reports. It was a good day on the flight deck!
https://media.ifrfocus.com/wp-content/uploads/2025/02/25105635/approach-to-minimums.png10001250Eric Radtkehttps://media.ifrfocus.com/wp-content/uploads/2025/07/14115136/IFR-Focus-Logo_White_Blue_Web-01.pngEric Radtke2025-02-21 09:00:432025-07-25 10:56:42An actual instrument approach to minimums
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
How to prepare for instrument checkride day
/by Eric RadtkeNo one enjoys being evaluated, but the checkride is a necessary step.
Checkride day is finally here – the end of one chapter in your aviation journey filled with many triumphs and challenges unique to flight training. Only the satisfaction of putting your knowledge, skills and decision-making ability you’ve accumulated into the checkride remain.
While it’s important to understand, by virtue of your instructor’s endorsement, that you’ve met all of the requisite knowledge, experience, and skill elements to become a pilot, it doesn’t completely alleviate the inevitable checkride jitters. A good examiner will approach the checkride of the mindset that you’re a licensed pilot unless given reason to believe otherwise. This is an important distinction from the belief that it’s up to you to prove your worth.
I’m convinced no one actually enjoys the checkride environment. The thought of an examiner, who may be someone unfamiliar, carefully analyzing your every response, decision and input can rattle you to the core unless properly managed. There are those who possess more confidence, either through preparedness or ignorance, and those who naturally excel in the high-stakes checkride setting. But given the option between evaluation and not, suffice it to say we’d all retreat to safety and comfort.
But no matter the side of the coin you find yourself on, the checkride is the necessary and required step for certification so let’s look at what to expect, how to prepare, and how to settle the nerves.
Don’t wait until checkride day to meet your examiner.
1) Don’t wait until checkride day to meet your examiner. While the onus should be on your CFI or flight school to ensure you’re property introduced and briefed as to what to expect from the examiner, do your part and insist on learning as much as you can about the individual and the exam profile. No, this isn’t cheating. Quite the contrary. This is a wise, prudent step in preparing for the big day. Nearly all examiners have their “thing” they may wish to emphasize or teach and if it’s important enough to test, it’s important enough to teach and learn.
Does the examiner have a typical cross-country and diversion scenario? Does the examiner prefer to combine maneuvers? Is there an airport the examiner enjoys visiting? Does the examiner have a preferred emergency scenario? Will the examiner insist on examining aircraft logs? Does the examiner fully embrace your electronic charts? For an IFR checkride, what are the most likely instrument approaches?These are some questions you may consider answering in advance of the checkride.
2) Set the stage for success by ensuring the details are complete. This begins with a review of experience requirements for the certification itself. It’s wise to be versed in these requirements and know where the elements are documented in the logbook. Written test results should be in hand with an understanding of deficient knowledge areas. Be sure to have payment in an acceptable form at the ready. Sporty’s offers interactive checkride checklists within its online courses to ensure you’ve complete the details.
Complete your performance planning before the checkride.
3) Know the certification standards which are the examiner’s guidebook. Have a thorough understanding and even a copy of the standards with you so it may be referenced if necessary. Don’t panic if you haven’t spent much time in the certification standards. Your instructor will have been teaching to these standards along the way, but it would still be a worthy investment of your checkride preparation time, to familiarize yourself with the guidance.
4) Have aircraft logbooks and/or records available. Many examiners will expect the pilot to demonstrate aircraft airworthiness with a review of the aircraft logbooks. While you may be able to recite, chapter and verse, the required aircraft inspections, you may be asked to take it a step further by locating those required checks in the aircraft and engine logs. Don’t make checkride day the first time for opening an aircraft log.
5) Complete weight and balance, performance, and cross-country planning. A basic expectation of any checkride is flight planning. You may be asked to prepare a cross-country flight plan. Suffice it to day, weight and balance and performance data should be a part of this preparation. Check and double check your work and be prepared to explain how the information was derived especially when using flight planning apps. Most examiners will use the flight plan as a means to exploring other areas of the certification standard typically contained in the oral phase. Even if you’ve transitioned to the flight phase of the checkride, oral questioning can and likely will continue.
6) Take charge and be in command. Transitioning to the flight phase, consider that part of the examiner’s evaluation includes your ability to make safe, sound decisions and be the pilot-in-command. Take control (command) of the situation and make your own definitive go/no-go decision and carry this mantra all of the way though your flight. If you don’t like how a situation is unfolding, take action. Perfection is not a passing requirement, but good decisions are.
Review the required ACS maneuvers so the procedures are fresh.
For your checkride, DO:
[qdeck summary=”true” align=”center”]
[q] Do the airworthiness and federal registration certifiates for the aircraft expire?
[q] What can a pilot do to improve the effectiveness of vision at night?
[q] To exercise the privileges of BasicMed, what additional documents must the PIC have?
[q] When tracking in bound on the localizer, which of the following is the proper procedure regarding drift corrections?
Drift corrections should be small and reduced proportionately as the course narrows. By the OM, drift correction should be established accurately enough to permit completion of the approach, with heading corrections no greater than 2°.
[q] (Refer to the figure below) ATC has cleared you for the ILS 6 approach to BDL. The ceiling is reported at 400 feet AGL and visibility is 1 mile. After intercepting the glideslope, ATC notifies you that the approach lighting system is inoperative. How should you proceed?
The approach chart indicates that Runway 6 features ALSF-2 approach lighting. The top left of the chart states to increase the RVR to 4000 when the ALSF-2 lighting system is inoperative.
[x] If you found this helpful, Sporty’s Instrument Rating Course has flashcards for all topics on IFR flying.
Sharpen your skills or prepare for the knowledge test with Flashcard mode in Study Sessions.
[restart]
[/qdeck]
For your checkride, DON’T:
Examiners have a job to do, but they are people and pilots just like you. If there is some question of what is being asked, ask for clarification. Communication is key to the examiner understanding your thought process and decision making. Checkrides have plenty of emotion and pressure that will hopefully allow you to excel. Don’t bring unnecessary pressure or emotion to the flight by overreaching or trying to do too much. Fly like you’ve trained and be the PIC.
Webinar Video: How to Ace Your FAA Instrument Written
/by Eric RadtkeThe FAA Instrument Written is the source of plenty of angst and stress for IFR pilots. But not to worry as this webinar presentation we’ll show you how to use reliable study methods and advanced learning features within Sporty’s Instrument Rating Course, including Aviation Intelligence℠ (AI), to make the instrument training an engaging and meaningful experience, and not just another exercise in rote memorization. Presented by Sporty’s Senior Flight Instructor and lead course developer, Bret Koebbe.
An actual instrument approach to minimums
/by Eric RadtkeAs part of the training routine, at the missed approach point the instructor or safety pilot would typically either call the runway in sight at which point you would transition to landing or call for a missed approach to be flown. This is good practice because a) it is rarely done during your everyday flying b) it is the ultimate test of your basic attitude instrument flying and procedures and c) it demonstrates your capability in handling a stressful, task-heavy scenario in close proximity to the ground.
The more likely scenario when flying under instrument flight rules (IFR) is the option to complete the flight under visual flight rules (VFR), flying a visual approach procedure, or flying an instrument procedure in which you acquire the runway visually well above the charted “minimums.”
Needless to say, I was surprised to be faced with a scenario in which the weather was forecast to be at or below approach minimums on a recent leg from Florida to Cincinnati (KLUK – Cincinnati Lunken Airport). A stationary front with a lot of moisture resulted in a temperature and dew point at an identical 11°C and low IFR conditions. In plain language, it was a soupy mess throughout the Ohio valley in which the morning fog was replaced by mist and low-level clouds.
The fact that low IFR conditions existed throughout the region also made identifying a legal and practical alternate airport a challenge. As a refresher, § 91.169 (IFR flight plan: Information required) requires an alternate airport be filed if, from one after before to one hour after the estimated time of arrival, the ceiling (lowest broken or overcast layer) will be below 2,000’ or the visibility less than 3 statute miles. To be eligible as an alternate airport, if the airport has a precision approach, the ceiling must be at least 600’ and visibility at least 2 statute miles at the estimated time of arrival to the alternate.
In our case, the Lexington Blue Grass Airport (KLEX) met the alternate approach criteria. But to comply with § 91.167 (Fuel requirements for flight in IFR conditions), we had to plan for enough fuel to fly to our intended destination and then fly to the planned alternate airport plus an additional 45 minutes. And we also planned for enough fuel to execute an approach procedure at each airport and considered additional time for vectors and even a potential delay as low IFR conditions can create congestion in busy terminal airspace such as Cincinnati. As you can imagine, this resulted in a substantial increase in fuel required for the flight which we were thankfully able to accommodate.
With our planning complete and passengers aboard, we departed the clear skies and warmth of Florida for the cool cloudiness of the Midwest. Monitoring the destination enroute courtesy of ADS-B, the ceiling and visibility was maintaining just above minimums as forecast. However, after briefing the RNAV (GPS) Rwy 21L approach and beginning our initial descent for Cincinnati, the latest METAR indicated a ceiling and visibility just at landing minimums.
KLUK 062002Z 00000KT 3/4SM R21L/5500VP6000FT BR OVC003 11/11 A2998 RMK AO2 T01110111
While the procedure for the RNAV (GPS) RWY 21L indicates a DA of 756’ (281’ above the airport), a FDC NOTAM raises the DA to 797’ (322’ above the airport) – always check NOTAMS!
FDC 1/3864 LUK IAP CINCINNATI MUNI/LUNKEN FLD, CINCINNATI, OH.
RNAV (GPS) RWY 21L, AMDT 1D…
LPV DA 797/HAT 322 ALL CATS.
We were able to learn through ATC that aircraft were still landing at Lunken airport in spite of the most recent METAR with multiple pilot reports that the weather conditions were “right at minimums.” Given this information, and plenty of reserve fuel, we opted to continue to our planned destination as opposed to diverting to our alternate.
After a magnificent vector from the controller (thank you CVG TRACON), and a stable autopilot-coupled approach, we were approaching our DA. Given a two-pilot crew, the pilot monitoring was able to focus attention on monitoring DA as well as acquiring the required visual contact for landing. Given the conditions, I anticipated being able to see the approach lighting system before the runway and included that information in the approach briefing. In the case of the Rwy 21L, the chart indicates a medium intensity lighting system (MALSR) with sequenced flashing lights – a big help in these low visibility conditions.
At the DA, I was able to see the approach lighting system. Are we allowed to continue?
Yes, 91.175(c) (Takeoff and landing under IFR) allows for flight below the published DA if the approach light system is visible, but only down to 100’ above the touchdown zone elevation unless the red terminating bars or red side row bars are “distinctly visible and identifiable” or the runway environment is in sight which includes:
And we leave the hangar with the satisfaction of having completed a safe, disciplined flight with the entire system working together from meteorologists, to air traffic controllers to the other pilots in the system willing to share up-to-date vital information via pilot reports. It was a good day on the flight deck!
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!