Complete the FSX instrument checkride mission with the correct SEA VOR intercept, hold entry, ILS setup and fixes for common grading failures.
To complete the FSX instrument checkride, fly the examiner’s clearances in order: hold assigned headings and altitudes, intercept and track the SEA VOR course, enter the hold on the correct side, then configure NAV1 and hand-fly the ILS. Do not skip ahead; the mission advances through position-based triggers.
This applies to both the original FSX and FSX: Steam Edition. Enable spoken-instruction captions if necessary, and write down every heading, altitude, radial, frequency and approach course. The numbers are easy to transpose while managing the aircraft.
What is the FSX instrument checkride sequence?
The mission is a chain of graded stages, and each must be recognised before the next instruction appears.
- Follow the initial clearance. Establish the assigned heading, altitude and airspeed without large corrections. Start levelling before reaching the target altitude, then trim the aircraft so it remains stable.
- Configure NAV1 for the SEA VOR. Put the instructed frequency in the active NAV1 window, set the correct OBS course and intercept it with a moderate angle. Confirm that the TO/FROM indication agrees with the direction you are meant to fly.
- Track the assigned course. Once the CDI starts moving towards the centre, reduce the intercept angle. Correct for wind with small heading changes rather than chasing the needle.
- Cross the holding fix and enter the hold. Use the direct, parallel or teardrop entry appropriate to your arrival heading. Remain on the cleared side of the fix, fly the specified turn direction and do not leave until instructed.
- Set up and fly the ILS. Tune the localizer in NAV1, select the published front course, intercept the localizer at the assigned altitude and remain below the glideslope until capture. Continue to the landing or missed approach exactly as the examiner directs.
Aim to remain within roughly 50 feet of altitude and 5 degrees of heading. These are useful working targets rather than published FSX grading limits; allowing the aircraft to wander close to the edge leaves no room for turbulence, instrument lag or an overshoot.
Flying the SEA VOR course and holding pattern
The VOR and hold are passed by interpreting the radial correctly, crossing the fix and remaining on the cleared side.
A VOR radial always extends from the station. If instructed to fly inbound on a particular radial, select its reciprocal and look for a TO indication. For example, a hold located on the 140-degree radial lies southeast of SEA, but its inbound holding course is 320 degrees. Our explanation of heading, selected course, bearing and VOR radial covers this distinction in detail.
Do not begin the holding turn merely because the CDI is centred. Confirm station passage from the TO/FROM reversal and needle movement, then make the entry appropriate to the heading on which you crossed the fix. Start outbound timing abeam the fix or, if that cannot be determined, when wings-level outbound.
Unless the clearance says otherwise, use standard one-minute legs at the checkride’s altitude and correct the outbound heading for wind. FSX can reject a hold that looks acceptable if it is flown on the wrong side or the turn starts before the fix. Use our holding-entry, timing and wind-correction method if this is the section causing repeated failures.
How do I configure the ILS correctly?
The ILS works when the localizer frequency is active in NAV1, the cockpit is using NAV rather than GPS guidance, and the aircraft intercepts from below the glideslope.
- NAV1 frequency: enter the ILS frequency supplied by the mission and make sure it is in the active window, not standby.
- Course: set the published front course on the OBS. The course knob does not steer the localizer signal, but the correct setting makes the display understandable and is required for sensible autopilot behaviour.
- NAV/GPS selector: select NAV. A perfectly programmed GPS will not drive the NAV1 localizer needle while the panel is in GPS mode.
- Intercept: approach the localizer with a shallow intercept angle at the assigned altitude. Centre the localizer first.
- Glideslope: remain level until the glideslope comes down from above, then lower the nose, adjust power and follow it with small corrections.
The complete technique is covered in our step-by-step FSX ILS procedure. If the localizer works but the vertical needle never captures, check the items in our FSX glideslope troubleshooting checklist.
Why does the instrument checkride keep failing?
Most failures come from an incorrect radial or hold, an altitude excursion, or reaching a mission trigger before the examiner has issued the relevant instruction.
| Symptom | Likely cause | Fix |
|---|---|---|
| The mission does not recognise the VOR intercept | NAV1 is still on standby, the OBS is set to the radial rather than its inbound reciprocal, or the indication is FROM when it should be TO | Check the active frequency, selected course and TO/FROM flag before continuing |
| Failure occurs during or just after station passage | The turn began before crossing the fix, or the aircraft entered the wrong side of the hold | Wait for positive station passage and choose the entry from the actual arrival heading |
| The holding pattern is rejected | Wrong turn direction, incorrect entry, poor timing or excessive distance from the protected side | Fly one deliberate entry and a compact, correctly timed circuit; remain in the hold until released |
| The glideslope never moves or capture occurs from above | Wrong ILS frequency, GPS mode selected, excessive intercept altitude or localizer not established first | Select NAV, verify NAV1, return to the assigned altitude and intercept the localizer below the glideslope |
| The examiner stops giving instructions | A previous position, altitude or course trigger was missed | Return to the last assigned course and altitude instead of proceeding directly to the approach |
| No completion message appears at the end | The final landing, missed-approach or stopping instruction has not been completed | Continue exactly as directed and wait for the examiner’s final message before ending the mission |
Do not use slew, map relocation or time acceleration during the checkride; each can bypass the trigger the mission expects. Pausing to write down a clearance is safer than rushing and reversing two numbers. After a definite failure, restart the mission cleanly rather than trying to continue beyond the failed stage.
Can I use autopilot for the FSX checkride?
The safest way to pass is to hand-fly the checkride because it is designed to assess instrument control, VOR tracking, holding and ILS skills.
Even if engaging the autopilot does not cause an immediate failure, it cannot choose the correct holding entry or repair a missed mission trigger. NAV or APR mode can also turn towards the wrong course when the OBS, NAV/GPS selector or active frequency is incorrect. Practise each segment separately, then fly the complete mission with the aircraft trimmed and corrections kept small.