Checking Out Checkrides
by Darren Smith
When the topic of
"the checkride"
comes up with my
students, it is
usually met with
some fear. This is
one of those topics
that a little
education will
resolve most of the
FUD (fear,
uncertainty, and
doubt). People are
trained in many
different ways, but
the result must
always be the same.
The checkride is a
practical test to
measure the skills
developed throughout
training. It is
based on practical
test standards
published.
The checkride is
administered by an
FAA Inspector, or a
Designated (by the
FAA) Pilot Examiner
(for a fee). A DPE
is usually long time
flight instructor
who loves aviation
and is not in it for
the money. They
generally love
learning and like to
see applicants in
the same mindset.
They are often FAA
Aviation Safety
Counselors as well
because they care
about and encourage
aviation safety.
Sometimes they are
retired FAA
inspectors, airline
captains, or other
highly qualified
aviation
professionals.
The Designated Pilot
Examiner system
works because
everyone does their
job. The student
comes to the table
capable, willing,
and ready to learn.
The Flight
Instructor teaches
the student the
discipline and
decision-making
skills, as well as
the practical skills
to meet the
Practical Test
Standards. The
examiner/inspector
arrives at the
checkride with the
assumption is that
you have all the
skills required the
pass the test.
You’re given a
chance to prove the
examiner wrong and
if you do so, you
fail the checkride.
No one wants that to
happen... certainly
you don't, the
examiner doesn't
(think of the extra
paperwork he must
do), and your
instructor’s
recommendation to
take the checkride
is a reflection on
him. So here's a
moment in your life
where everyone wants
you to succeed.
In order to sit
for the checkride
you must have:
- Pilot certificate,
medical, picture
identification.
- FAA written test
results, logged
ground and flight
instruction, and the
recommendation &
endorsement from
instructor.
- Your logbook.
- Form 8710 form,
completely, neatly
filled out. Your
signature and your
instructor's
recommendation.
- Airplane, required
documents (AROW),
maintenance logs
indicated (AV1ATE).
- Should have current
charts, FAR/AIM,
PTS.
As you know the
checkride consists
of two parts, the
oral knowledge exam
and the practical
flying exam with
associated
briefings. For the
oral knowledge exam,
you'll be expected
to answer questions
based upon these
levels of learning:
Learning
Level
|
Definition
|
Types of Questions
|
Rote Learning
|
The ability to repeat something back
which was learned but not understood.
|
- Basic numbers/facts
- Who/what/when/where
|
Understanding
|
To
comprehend or grasp the nature or meaning of
something.
|
|
Application
|
The
act of putting something to use that has
been learned and understood.
|
- Describe the sequence...
- Explain how you...
- (maneuvers, airspace entering)
|
Correlation
|
Associating what has been learned,
understood, and applied with previous or
subsequent learning.
|
- Under these circumstances...
- What would happen...
- What would you do...
|
|
How does the examiner measure
success when satisfactory performance is subjective? The
short answer: you will be held to the standards published in
the PTS. The long answer: in general, unless you do
something unsafe, you’ll pass. In addition, the examiner is
looking to be sure there isn’t a pattern of failure. He is
ensuring there is a lack of "serious holes" in your
knowledge... e.g. what is lift? The results for your oral exam
should be the same pass/fail at 70% as the written. Keep in
mind that one word answers are always wrong... does the
applicant really understand what’s going on? Does the
applicant struggle with every question? Momentary deviations
from the standards don’t cause failed checkrides... gross
unsafe conduct, attitudes do. You won’t typically know what
your DPE thinks about your performance until the end.
Overall Rules of the Checkride
- You must be successful at the items tested
from the Practical Test Standards. So... read
the PTS for your checkride cover to cover.
- If you will fail, the DPE will stop the
flight test but you have the option to continue
to finish as many tasks as possible.
- The airplane will be airworthy and you must
prove it so. Do a very very thorough preflight
of the aircraft and have it ready prior to your
scheduled appointment. Be prepared to go over
your preflight with your inspector/examiner.
- You are the PIC, the DPE is only an
observer. If the DPE takes control of the
aircraft, it typically means you’ve failed. One
exception, unusual attitude set-up. Always
ensure positive exchange of controls.
- There is considerable debate on how to
handle an error made during the practical exam.
My best advice is to identify it as an error,
why it was an error, and ask to perform the
maneuver again. Most reasonable examiners will
allow you to repeat a maneuver when the outcome
cannot be determined.
- Relationships are everything. Start the
checkride on a positive note, be respectful &
humble.
- Remember that the checkride is a learning
experience to reinforce the things you already
know.
The DPE can help you scan for traffic. It’s ok
to ask.
|
Quick ways to fail a checkride:
- Disregard of the AIM or FARs or violation of
any FAR - (examiner has no discretion, applicant
must fail)
- Failure to have a safety conscious attitude
towards the conduct of the flight, the operation
of the aircraft, and the execution of the
maneuvers.
- Failure to follow the recommended basic
operating techniques of aircraft.
- Exceeding aircraft limitations - (examiner
has no discretion, applicant must fail)
- Examiner intervention - (examiner has no
discretion, applicant must fail)
- Inappropriate emergency procedures -
(examiner has no discretion, applicant must
fail)
- Outcome of the task being seriously in doubt
- Not within the approved limitations (PTS
standards)
- Failure to apply aeronautical knowledge
- Not being the master of the aircraft
- Consistently exceeding tolerances stated in
the objective
- Failure to take prompt corrective action
when tolerances are exceeded
- Failure to apply knowledge and skill to the
special emphasis areas:
- Failure to employ collision avoidance
techniques.
- Lack of runway safety/incursion awareness.
- Lack of stall/spin awareness.
- Failure to use checklists for every phase of
flight.
There are only three possible outcomes to the
checkride experience:
- temporary airman certificate (pass),
- pink slip (failure),
- discontinuance notice (on hold)
- ATC overload
- Weather
- Aircraft problems
- You elect to discontinue the checkride (you
cannot have already failed).
|
Remember, the training to get to the checkride should
have been the hardest part. The checkride should be a breeze
that you easily accomplish. Get the most out of your
instructor so that the checkride is the easiest part of the
rating. If you have any tips from your checkride
experiences, I'd love to hear from you. Please email me with
your ideas and experiences.
The Designated Pilot Examiner Handbook (D Version)
states:
- Examiners must use a organized plan, typically
written, to conduct checkrides.
- Examiners must conduct pre-test, preflight, and
post-flight briefings.
- Examiners are limited to two checkride actions per
day
- Oral examination must precede the flight test.
- Checkrides must be conducted in English.
- Examiners are discouraged from acting as PIC for a
checkride. Not much here changes because most Examiners
do not wish to be PIC, particularly if a reg is broken,
clearance is violated, etc. Instrument rating checkrides
conducted in IMC require the examiner to be PIC.
- If assistance must be given to an applicant during a
checkride, the applicant will fail the checkride.
- If an applicant's knowledge is unsatisfactory, the
practical test is terminated. In other words, if you
miss more than a few questions during the oral exam, you
fail. It also means that if your answer is unrelated to
the scenario presented, or not what the examiner was
looking for
- Failed areas on your written exam require the
examiner to explore those failed areas and test them
further with the applicant.
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