What It Was Like Getting My Instrument Rating: A Checkride Experience

Before the Checkride: Preparation is Key

The weeks leading up to my instrument checkride were intense. I knew the oral exam would cover everything from regulations to weather theory to system failures. Here's how I prepared:

Document Organization

The DPE will review your logbook and training records before anything else. I organized everything the night before:

• Logbook: All instrument training entries complete with instructor signatures
• 8710 Form: IACRA application completed and signed by my instructor
• Knowledge Test Results: Printed copy of my written exam score
• Medical Certificate: Current and valid
• Pilot Certificate: My private pilot certificate
• Government ID: Driver's license for identification

Knowledge Preparation

I reviewed these topics heavily in the final week:

• IFR regulations (FAR 91.167-193)
• Weather minimums and alternate requirements
• Required equipment (GRABCARD)
• Lost communication procedures
• Approach plate interpretation
• GPS/RNAV system operation and limitations

Navigating the Instrument Rating Oral Exam

The oral exam lasted about 90 minutes. My DPE was thorough but fair—he wanted to see that I understood the "why" behind the regulations, not just memorization.

Opening Questions

We started with my cross-country flight plan. The DPE asked:

• "Walk me through your weather analysis for this flight."
• "Do you need an alternate? How did you determine that?"
• "What are the fuel requirements for this IFR flight?"
• "If you lost comms at this point, what would you do?"

Systems and Procedures

Next came aircraft systems—specifically the GPS and autopilot:

• "What happens to your GPS navigation if you lose WAAS?"
• "Can you fly an LPV approach with WAAS unavailable?"
• "How do you know if your GPS is approved for IFR flight?"
• "What's the difference between terminal and enroute GPS accuracy?"

Approach Plate Discussion

We spent significant time on approach plates. The DPE pulled up an approach I'd never seen before and asked me to brief it as if we were about to fly it. This tested:

• Systematic briefing technique
• Identification of minimums and equipment requirements
• Understanding of missed approach procedures
• Recognition of non-standard elements

Executing the Practical Flight Test

After the oral, we moved to the aircraft. The flight portion lasted about 1.5 hours and covered every skill I'd trained for.

Departure and Enroute

We departed IFR into actual VMC conditions. The DPE had me:

• Brief and fly the departure procedure
• Intercept and track a VOR radial
• Enter and fly a published hold
• Perform unusual attitude recoveries under the hood

Approaches

This is where all the simulator training paid off. We flew:

• ILS approach with full procedure turn
• VOR approach with circle-to-land
• GPS approach with vectors to final
• Partial panel approach with simulated instrument failures

The Missed Approach

On one approach, the DPE called for a missed approach just as I reached minimums. This tested:

• Immediate power application and climb
• Proper configuration management
• Following the published missed approach procedure
• Communicating with ATC while flying the procedure

Partial Panel

The dreaded partial panel approach. The DPE covered my attitude indicator and heading indicator, simulating a vacuum system failure. I fell back on my training:

• Relied on turn coordinator and magnetic compass
• Used GPS track for heading reference
• Maintained altitude with power and pitch trim
• Flew a successful approach to minimums

Key Takeaways for Success

After the DPE shook my hand and said "Congratulations, you're an instrument pilot," I reflected on what made the difference:

1. Standardization Wins

Using the same flows and checklists every time builds reliability. When the pressure is on during the checkride, you fall back on your training. Standardized approach briefings, scan patterns, and procedure flows kept me organized.

2. Simulator Time is Invaluable

I logged significant time in an AATD before my checkride. The ability to practice approaches, holds, and failures without the expense and limitations of actual aircraft time accelerated my proficiency. When I flew the checkride, the approaches felt familiar.

3. Know the "Why"

The DPE wasn't testing memorization—he wanted to see understanding. Why do we have alternate requirements? Why can't you fly an LPV without WAAS? Understanding the reasoning behind procedures makes you a safer pilot.

4. Stay Calm Under Pressure

Things will go wrong during the checkride—that's by design. The DPE wants to see how you handle failures and unexpected situations. Take a breath, follow your training, and methodically work through problems.