Short answer: For most student pilots, the best time to start serious instrument rating study is right after the private pilot checkride, not during private training. Many flight instructors recommend finishing the private first so new instrument concepts don’t compete with checkride prep. There is plenty you can do now that helps both, though: brush up on weather and navigation, learn your aircraft’s avionics, and practice in a simulator. And if you do want to combine the two, FAA rules allow it, and some instructors train private and instrument concurrently.
Winter is a natural time to hit the books. Short days and marginal weather cut into flying, so ambitious student pilots often wonder whether they should get a head start on the instrument knowledge test. Here’s how to think about it.
Can You Train for Private and Instrument at the Same Time?
Yes. Under 14 CFR 61.65, an instrument rating applicant must hold at least a private pilot certificate or be applying for one concurrently. So the regulations don’t force you to wait.
Some instructors build their whole program around this. They weave instrument skills into private training so the student is well on the way to the instrument requirements by the private checkride, then finish the instrument rating soon after. The argument for this approach: hours flown toward the private also build skill and experience that carry straight into the instrument rating.
It’s not the most common path, though, and it isn’t right for everyone. Most instructors and pilots who’ve been through it recommend a sequential approach.
Why Most Pilots Say Finish Your Private First
The private checkride is demanding enough. Between the oral exam, maneuvers, landings and cross-country planning, there’s a lot to master. Adding a whole new body of knowledge can dilute your focus right when you need it most.
Instrument flying is a different way of flying. New charts, new procedures, new rules and a deeper level of navigation. Holds, approaches and IFR airway routing are genuinely new material, and many pilots find them confusing before VFR fundamentals feel automatic.
Your eyes need to be outside. A private pilot examiner wants to see you scanning for traffic and flying by visual references. Habits from instrument practice, like keeping your eyes inside on the panel, can work against you on a VFR checkride.
Experience makes instrument training easier. Pilots who fly VFR for a while after earning their private often say the instrument rating went more smoothly because basic flying and talking to ATC no longer took mental effort. That freed up attention for the new material.
Distraction costs money. If studying ahead means showing up less prepared for your next lesson, you may end up repeating lessons, which costs both time and money.
What You Can Study Now That Helps Both
You don’t have to sit idle all winter. Plenty of instrument rating knowledge overlaps with what you’re already learning for the private, and getting stronger in these areas pays off immediately.
| Area | Why it helps now | Why it helps later |
|---|---|---|
| Aviation weather | Better go/no-go decisions and checkride oral answers | A big part of the instrument knowledge test |
| VOR and GPS navigation | Builds situational awareness on cross-countries | Foundation for approaches and IFR routing |
| Your aircraft’s avionics (e.g., Garmin GNS/GTN units, G1000) | Less heads-down button-pushing in flight | Essential for flying approaches |
| Airspace and regulations | Required for the private oral | Builds on itself at the instrument level |
| Attitude instrument flying basics | Private training already includes instrument time | The core skill of the instrument rating |
FAA rules already require private pilot applicants to log some flight training solely by reference to instruments. So learning a good instrument scan isn’t “getting ahead.” It’s part of the private, and it could save you if you inadvertently fly into clouds.
Use a Simulator and Chair-Fly
Two of the most valuable things you can do on a cold, cloudy day cost little or nothing.
Chair flying. Sit down with your checklist and mentally fly each maneuver: the callouts, the control inputs, the radio calls. Do it daily if you can’t get into the airplane. It’s one of the best ways to show up prepared for lessons.
Home flight simulation. A desktop simulator is a great way to learn your avionics and practice procedures. To get the most out of it, treat it like a real flight. Brief what you want to accomplish, use the checklist and fly until you’re on the runway. Practicing emergency procedures in a sim, flying the airplane while running the checklist, builds habits that transfer to real life.
Light exposure to approaches with your instructor. Some instructors recommend flying a practice approach or two during private training. The aim isn’t flying down to minimums. It’s learning how your navigation equipment works and sharpening altitude and heading control. Talk with your CFI about whether this fits your training plan.
Watch the Knowledge Test Clock
If you decide to take the instrument knowledge test early, remember that the result is generally valid for 24 calendar months before the practical test. Taking it while your private is still in progress uses up part of that window. Most pilots also need time after the private to build the 50 hours of cross-country pilot-in-command time required for a Part 61 instrument rating. If your instrument checkride is likely more than a year and a half away, waiting on the written test may be smarter.
What the Instrument Rating Requires
Here are the main Part 61 requirements for an airplane instrument rating:
| Requirement | Minimum |
|---|---|
| Pilot certificate | Private pilot, or applying for one concurrently |
| Cross-country PIC time | 50 hours (10 in airplanes) |
| Instrument time | 40 hours, actual or simulated |
| Training from an instrument instructor (CFII) | 15 hours |
| Long IFR cross-country | 250 nm on an IFR flight plan, three different approach types |
| Recent training | 3 hours within 2 calendar months before the checkride |
| Knowledge test | 70% or higher, valid for 24 calendar months |
Part 141 programs have somewhat different minimums, including 35 hours of instrument time and no 50-hour cross-country requirement.
The Bottom Line
You can train for the private and instrument concurrently, and some instructors swear by it. For most student pilots, though, the smarter play is to finish the private first, fly VFR for a while and then begin instrument training with solid fundamentals. In the meantime, use the winter to strengthen weather, navigation and avionics knowledge, chair-fly your maneuvers and practice in a sim. That work helps you on the private checkride and gives you a head start on the instrument rating. Above all, talk with your instructor and build a plan that fits your schedule, budget and goals.
Frequently Asked Questions
Can I study for the instrument written while working on my private pilot certificate?
Yes, nothing prohibits it. Most instructors recommend focusing on the private first, then starting instrument study once you’ve passed your checkride.
Can I get my private pilot certificate and instrument rating at the same time?
FAA rules allow you to apply for an instrument rating concurrently with a private pilot certificate. Some instructors offer combined training, but most students do them in sequence.
How long are instrument knowledge test results valid?
Generally 24 calendar months before the month you complete the practical test.
What should I study during private pilot training to prepare for instrument?
Weather, VOR and GPS navigation, your aircraft’s avionics and basic attitude instrument flying. All of them help with both the private and the instrument rating.
How soon after my private can I start instrument training?
Right away. Many pilots begin within days or weeks. Others prefer to fly VFR for a while first to build confidence and the cross-country hours they’ll need.
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