DE Checkride Perspective
A LOT of detail. I expect an applicant to know EVERY symbol on a Sectional chart. And have a VERY good understanding of the Airspace he/she is about to go flying in. I expect the applicant to have a CURRENT AIM. Not one of those God awful FAR/AIM publications that are always out of date. I expect the applicant to demonstrate to me that the aircraft is "airworthy", meaning that it has been inspected, that all ADs have been complied with, and that the required documents are on board. I expect the applicant to be able to fly the airplane within the parameters stated in the Private pilot Practical Test Standards. That's about it. By the way, 90% is a good test score.

I don't expect an applicant to memorize everything. But I do expect that they know where to look for an answer. That's why legends, table of contents, POHs, AFMs, etc. exist. If I asked you about a particular symbol on a chart and you weren't sure what it was then by all means use the legend or the chart user's publication to find it. Ditto an aircraft related question, rule, etc.
Rick Cremer, Designated Examiner

Dealing with Checkride Stress:
1. Prepare thoroughly, start studying way out and always study every day on a regular basis.
2. Knowledge and certainty reduces stress.
3. Be positive in attitude and assertive to show the DE that your are as capable as you need to.
4. Use a flight planner (AOPA's web site) and complete all preflight, route and arrival planning.
5. Be confident but be willing to admit when you don't know. Offer to find the answer with references you have with you

How To Pass A Checkride
"Let's talk checkrides for a moment shall we? It's an interesting and important issue to all of us who fly, and I believe it deserves some special attention. I've noticed through the years that this issue comes up many times when pilots get together to talk shop, and it's been an issue on the student newsgroup as well. It's an issue that all of us, from our pre-solo checks through our ATP route checks have to deal with sooner or later if we intend
to remain pilots. We'll have phase checks, flight tests, checkout flights, and continuing proficiency checks to deal with sooner or later in our careers. I've been both taking and giving checkrides in airplanes for about
fifty years now, and I believe I've learned a few things about both ends of the spectrum. With your indulgence, I'd like to pass some of what I've learned on to you, especially those of you just starting out on your long
aviation journey,

Let's concentrate on the flight test check flight for a Private Certificate as an example. I choose this scenario because it's really the first "serious" flight check you will receive as a pilot, and as such, many have a
tendency to bring unneeded fear and apprehension into this equation. I'd like to address these possible fears and apprehensions, and perhaps steer you into a proper state of mind for taking on this all important checkride.....the one you have worked so long and hard to pass! Lets talk for a moment about attitude, then we'll take a short look at the checkride itself, and how you should interface with the examiner during the test. You will notice immediately that I am shying completely away from maneuver technicalities and maneuver discussion. I think we can all assume that prior to taking a check flight for a certificate that you have been properly trained and recommended for the flight test. What I'm getting at here is above and beyond this. It concerns the attitude and mental preparation you take with you when you get into the airplane with the check pilot or examiner.

First, and this is probably the most important single factor involved in a fight test; RELAX! Realize that the examiner doesn't expect you to be perfect; the examiner expects you to be SAFE!!!!! Now, what does this mean to you? You should arrive for the test as prepared as possible. This doesn't mean you have to know the answer to every question you will be asked. It means that if you don't know the answer, you DO know exactly where to find it. It also means you should expect to make mistakes. This is extremely important so remember it; the examiner EXPECTS you to make mistakes. In fact, the examiner WANTS you to make mistakes so he/she can immediately see if you can both recognize that you have made that mistake, and as well CORRECT the mistake within safe parameters.

Now this point deserves a bit more attention, so listen up a moment here. Why are mistakes important to an examiner? Here's the answer. The examiner is constantly asking him/herself all through your flight, "How safe is this applicant" "How would this applicant react to this or that if I wasn't here?" These are important and pertinent questions. How does the examiner deal with this? ERROR ANALYSIS!!! That's how! There is absolutely no better way to evaluate a pilot in flight than allowing that pilot to fly into an error; then view EXACTLY how long it takes for the pilot to recognize that error, and EXACTLY how long it takes to initiate orrective action, and most importantly, EXACTLY what that corrective action is!!! What I have described
here is not only what a good examiner is doing, but also the formula for teaching someone to fly an airplane properly. A good instructor NEVER rides the controls on a student. A good instructor knows EXACTLY how far to allow the student into an error and makes every effort to talk the student through a correction without grabbing control from the student. Doing this correctly is the mark of both a good CFI, and a good checkpilot......so remember this.

Back to the examiner; they want to observe your errors, so if you make them, and you most certainly will make them, face the error immediately; state the error; and begin correction immediately. Nothing impresses an examiner more than a pilot who faces a mistake immediately by recognition and correction. Remember this!

You will probably discover somewhere in any check flight that the pilot giving you the check does things a bit differently than you do, or how you were taught to do it. In almost every instance, you will find that you can
do it BOTH ways correctly, so demonstrate it as the examiner suggests. In closing, let me say that it really all boils down to keeping calm.....being relaxed......and giving the examiner a SAFE, HONEST, flight. Recognize those errors.....correct them immediately....and when in doubt....take the SAFE option. Best of luck to all of you on your future check flights!!!"
DH

.Checkride Designated Examiner
--FAA now requires pilots being tested by the FAA be evaluated on safe airport ground movements.
--DE is FAA representative using FAA guidelines.
--DE is expected to test everything in the PTS and everything should be taught according to the PTS.
--DE should advise student of what to bring to the test situation.
--DE should give overview of how the test will be conducted. Ask!
--DE will have a written 'plan of action' to keep track of test events and results.
--All documents will be closely studied for completeness and accuracy.
--Student will be required to show DE that the aircraft is legal to fly.
--Oral test can and will be continuous throughout the test.
--DE questions must be valid, discriminating, comprehensive, useable, and reliable.
--Questions are to require applicant to apply, correlate with understanding.
--Safety, parameters, objective and procedures of operations and procedures.
--PIC status does not change during an emergency simulated or actual.
--Distractions are a part of the test.
--DE is not required or expected to allow applicant to repeat a failed maneuver.
--DE will take notes to use for post-test debriefing
Unsatisfactory consists of:
--Exceeding aircraft limitations
--Inappropriate emergency procedures
--Absence of smoothness or accuracy
--Poor judgment
--Incorrect aeronautical knowledge application
--Mastery of aircraft questionable
--Doubt of a maneuver's outcome
--DE takes control for safety reasons.
--DE's post test debriefing is given for both pass and fail situations

Checkride Failures
--Inability to read in interpret sectionals and charts
--Use of the VOR
--Knowledge of aircraft systems
--Cross-country planning and performance
--Insufficient PIC time.

Checkride Success
--Review the D.E. 'book' to learn questions asked, how to perform maneuvers, etc.
--Know the required 'knowledge' for the rating.
--Be able to demonstrate what you 'know'.
--Prepare for what is required by the PTS.
--Know where to find the answers to what you don’t know. Have your resources organized.
--Be confident. Confidence is based on preparation.

Checkride Opinion
I had to take the checkride (or a piece of it) twice. But it was not, in my biased opinion, a failure. Instead, the DE identified a small area in which my training was just not complete. More accurately, he identified a
weakness in how I'd been taught something.

It was "minor enough" that he had trouble deciding whether or not to ignore it. After a brief discussion, I told him that it was not a problem if he wanted to go over that part again with me. In fact, I was more comfortable with that, as what he'd found disturbed me.

Remember: the goal of the checkride is to confirm that you're safe in the air. Having a DE identify a problem is akin to having a lifeguard pull you out of the water. It's a good thing, especially when you consider the alternative.

Exercising your power at pilot in command during your checkride may include finding another place or altitude to perform a maneuver. Doing this can be and should be a big PLUS because it shows that you accept the PIC status and will go contrary to a passenger's desires. Do not give the examiner a responsibility that is yours and do not allow him to take it.

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