Contents

The Examiner
The FAA Designated Examiner is selected by need, experience, ability, recommendations and written test results. He must give every oral and flight test based on acceptable standards for the objectives for every task in the Practical Test Standards (PTS). The examiner does not choose the areas required for testing. He is told what to do (everything) and the accepted standards of performance.

The examiner is required to ask questions to determine applicants knowledge and understanding. The examiner is to observe the applicant in the performance of routine, non-routine and emergency procedures. Oral questioning may be used at any time. Questions will be practical and based on sources shown in the front of PTS text. Examiners are advised to avoid using other sources as references. Testing will include all safety factors related to each operation. References for each task are listed in each part of the PTS. The examiner is a referee.

The tasks and the performance required are national standards. This is objective as to required tasks and levels of performance. The examiner is an impartial observer of how you can be expected to perform as a pilot. He evaluates performance of routine, non-routine and emergency tasks. He asks questions and assigns tasks as part of the process. The purpose of the test is to objectively determine via standardized performance criteria the ability of a person to perform certain flight related tasks to a satisfactory level.

The examiner's responsibility is that he must cover everything in the PTS. He is somewhat limited to the references listed in the PTS in his oral testing of knowledge skills. He is expected to determine the applicants knowledge of the aircraft, its limitations, systems, and malfunctions. An applicant who does not have knowledge to pass the oral will not even get to the airplane.

The flight planning should be 'practical'. That is, the way you would do it. You are expected to know how to call up DUAT weather and interpret the printout. The oral will include interpreting charts from AC 0045. You will be expected to explain any aspects of the flight planning, aircraft operation, and maneuvers. Oral questions may be used at any time during the test. They can be used as distractions since distraction is considered part of the test.

The examiner's method of emergency simulation should be discussed prior to the flight. The discussion would cover inoperative equipment, maximum performance takeoff and landing knowledge and judgment. The successful conclusion of an in-flight emergency is always the primary objective. Cross country flight planning is a test of judgment as well as knowledge. Fuel consumption, requirements and reserves are computed. Weather, alternate plans and aircraft range enter into the planning.

During the test the examiner may place you into a situation where you are uncertain as to just what the expectations may be. Ask for a ‘time out’ to discuss your concerns with the examiner. Ask not to continue until your concerns are satisfied. Often the examiner will apologize for not having properly or clearly conveyed his intent.

At any time during the test where a pilot does not meet the practical test standards, the examiner must terminate the test. A re-test of the deficient area causing the halt and all other areas not completed is required. The worst nightmare of any examiner is incomplete paperwork. The back of the PTS has a checklist to cover this problem. Organize your paperwork in a folder and put post-it tabs to indicate location of important endorsements in the aircraft, engine, and your logbook.

I have had a number of 'failures' in twenty years. I have salvaged a number of 'failures' from other instructors. I have never known an examiner to be arbitrary or unfair. I have never known one not to give a student a second chance to improve on a failed performance. I have seen where a 'failure' was instrumental in saving more than one pilot's life.

--Thought that DE's were only padding on the passenger seat.
--The DE's say that they are only along for the ride
--They do not control the flight except to tell me what procedures they want to see..
--The DEs have to be specifically asked to do something.

Designated Pilot Examiner Requirements
---FSDO must have need for examiners
---Gives at least 10 practical test a year
---Timely renewal of designation
---Attends required training sessions

The Instructor
I have had many students fail their flight tests. Never have I had a student say that the test or the examiner was unfair, never gave him a chance, etc. In many instances the student had knowingly flown off course, deviated from an altitude or neglected some procedure. They had done so knowingly, but thinking that under the test circumstances the deviations were O.K.; they weren't. More often the students have failed on the oral. They failed because the examiner found a weakness in their knowledge. Like water working a weakness the examiner kept probing until the area constituted a PTS failure.

Areas of knowledge not related to the actual flying can be errors of commission, such as a wild guess at some unknown answer, or omission, leaving out an essential word or term. The instructor has not done the job of seeking and finding these weaknesses. The instructor doesn't know what you don't know but should find out. The instructor is responsible for teaching to proficiency the required flying skills. He is also expected to determine that the student has the required 'ground school' knowledge to pass the oral part of the PTS.

The endorsement gives the instructor power over behavior unequaled in any area. No person can legally solo until a single instructor certifies that he has given the required instruction and tests to the person. The person is certified to have met the required performance standards and will be safe. The pilot may not do anything contrary to the endorsement limitations of the instructor. The signing of the application form means that the applicant is certified as ready and qualified to pass the practical flight test.

The Applicant
A mistake will not end the checkride unless it indicates a safety problem related to procedure or judgment. Every flight with your instructor will include instruction in using the proper procedure and judgment. On your own, make a tape recording of normal and emergency cockpit procedures. Explain on the tape, to yourself how the systems and instruments work, show failure, and how related problems would be solved. If you can't explain it to yourself, see your instructor.

Stress is an important factor in the Practical Test. The best possible stress reducer is to know what you are supposed to know. The PTS publications delineate responsibility. The applicant is responsible for knowing and preparing certain aspects. Likewise, you might not know what you don't know. More likely, you are aware of the weakness and are unable to ask for the required help. Some students are under "pressure" to get the test over and hope that the weakness will slip through. It won't. What's more, any undetected weakness can kill you.

The habits and judgments we have developed cannot be concealed or changed just for the checkride. Any bad habits or judgmental problems will show up in the checkride. If you have any doubts as to your flying habits or ability to make the proper decisions, get them resolved during instruction. You won't be able to fake your way through a checkride.

The basic requirements for the test are that the applicant must be master of the aircraft. He must be able to put it where he wants it when he wants it there. Flight must be both smooth and precise while showing good judgment and application of the appropriate FARs. Procedures and maneuvers, including emergency simulations must always be performed within the operating limitations of the aircraft POH.

An applicant who fails his flight test and is issued a failure slip. The only item he must demonstrate is a short field landing. This demonstration must take place within 60 days and within the 24-month period allowed after passing the written. If not the written must be retaken and the complete PTS test must be retaken.

Once a student has been recommended and instructor has signed FAA 8710, the student is assigned departure and destination as well as time to meet for the test. Student should get examiner weight and intended baggage. The student is to get a full weather briefing on weather. A student analysis of this briefing may be required by the examiner. Being on time is vital. Being late puts DE under pressure to complete process. Application must be correct. The aircraft logbooks must be available and tagged for location of basic information. Weight and balance and performance charts must be removed from the aircraft and brought to the meeting with the examiner.

Order of PTS Flight Problems
1. The most common reason for failure of flying skills in the PTS is making crosswind landings. Most examiners will allow an applicant a second try at a crosswind landing. It won't really change anything because if you can't make the first one it is unlikely that the procedure for the second will be any better. Don’t wait for the examiner to tell you to go around. Don’t delay the go-around.

2. The second worst thing you can do is to try to salvage a poor flare. The worst thing to salvage is a poor touchdown. When your approach does not ‘feel right’ make go-arounds. You are far less likely to fail a checkride, making a good go-around than you are by trying to salvage a poor approach.

3. Student unable to slip due to instruction failure.

4. Incorrect pattern entry. Applicant should know to overfly airport for orientation instead of winging it. Should be taught.

5. Oral on weather, aircraft performance, weight and balance failed due to inadequate preparation. (Instructor specific)

6. ATC light signals. Suggest use of multi-colored flashlight to practice.

7. Steep turns soft/short field and emergency landings. Teach stabilized approach/constant glide angle. Various landings should be practiced at many different airports. Emergencies should be in all phases of flight at all airports.

Why Applicants Fail
Taxiing across a runway without a clearance.
"Paperwork failures" are not to be allowed as of 1997.
Improper endorsements
Improper aircraft logbooks
Incorrect/no weight and balance data
Incorrect aircraft handbook
Out of date charts
Unable to interpret AD and inspection data
Reading weather
Reading charts
Emergency operation of equipment
Insufficient hours logged of a given type.
Location of extra fuses
Pitot Heat
Open door
Ground fire while starting
Forced Landings
Slips
On takeoff
At altitude use of radio
Getting help
Cross-country emergency
Turn in right direction first
Then use Checklist
Instrument flying
Maintaining standard rate turns
Avoiding airspeed excursions
Cross-country planning
ETA figures
Legal requirements
Manual limitations
Cross-country flying
Getting to first checkpoint
Use of checkpoint checklist
ETA figures
Heading corrections for winds
Normal takeoffs and landings
Holding airspeed during turns
Trim for stabilized approach
Flight at minimum controllable airspeed.
Avoiding stall
Using power to hold altitude during turns

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