Over the past years, I've done lots and lots of Private Pilot Airplane Checkrides. People usually pass on the first time, but there are those who don't. I've complied a list of the most frequent problems on the checkride. I've also listed here a checklist so that you can come for the test with the proper documentation and forms. There currently is about 20 percent "problem with paper work" situations that could easily be fixed if you use the check list provided.

Pre Checkride Checklist

1. 8710-1 Forms - Airman Application - Read the notes on the Private Pilot Notes page for help in avoiding problems
2. Student Pilot Certificate. Make sure it's valid and properly endorsed on the back.
3. Medical Certificate - make sure it's valid.
4. Knowledge test results - photocopies are not acceptable. Only the original will do.
5. Logbook with YOUR NAME in it. 30 percent of people who come for test haven't put their name in the logbook. This means that the CFI has been endorsing anyone who puts their name in it.
6. Photo ID - You need at least one photo ID. If you're using your passport, you need another form of proof as to your address. Remember, you only have 30 days to change your address with the FAA, even student pilot certificates fall into this 30 day period
7. Logbook Endorsements - Use the ones in the Checked notes. If you use the ones in students logbook, make sure they are correct. Some are not even close.
8. Proof in your logbook that you meet at least the minimum requirements.
9. Logbook for the Airplane - Airframe and Engine including an AD compliance record.
10. A current chart.
11. An AFD or other flight guides that essentially say the same thing.
12. Make sure the documents for the airplane are in order.
13. Examiner fees. Mine is $400. for a full test. $200 for a retest. I accept Cash, money order,Traveler's Checks or Personal Check.

Common Problems on the Practical Test

Oral Portion:

• Logbooks - Applicants can't find the inspections in the logbooks. If they can't find them, not the sticker the actual inspections, we can't fly. We must prove the airplane is fit for flight and that is the job of the applicant, not the examiner. In particular, I am looking for: Annual Inspection, 100 hour (if appropriate), ELT Inspection 91.207(d)(not the battery), ELT battery replacement date, which is independent of the inspection, and the transponder inspection date. It is also necessary to check the engine logbooks in most cases to find the annual inspection and 100 hour if appropriate. It depends upon the language the IA or A&P uses as to whether we need to check both. You also MUST locate the recurring AD's and show that we are within the time allotted for them. One time AD's are considered done at annual and don't have to be shown in the logbook.
• Airspace - Most can memorize it but some have problems applying it to the charts. Know what airspace you'll be in at every moment of your XC flight plan and what the requirements and vis/cloud clearances will be.
• Night Flying - Frequencies to use when the tower is closed. 50 percent will want to use the unicom frequencies at a towered airport 122.95, this is NOT correct.
• Inoperative Equipment - What's required and how you know. It's not all 91.205. The engine, wheels, ammeter, etc.. aren't in there. They're in the equipment list for the airplane (NOT the MEL). Confusing?? Check 91.213 in detail and your equipment list. There is also a great section of the airplane flying handbook on page 2-4 that covers this very well. Airplanes made before 1974 probably don't have an equipment list.
• Density Altitude - Most know only that it's bad for performance, but have not detailed knowledge. Set up scenarios with the student, like "can we make it up to 20,000 feet when it's 30C at Lake Tahoe?". This tests the use of the performance charts and their knowledge of density altitude.
• Spins - How it's caused and how to recover for your airplane.
• METAR/TAF - Using coded weather information

Flight Portion:

• Navigation - Dead Reckoning on the diversion. Most can't plot the course on the chart, give a heading and time and actually fly it. Most meander all over hoping it's somewhere in front of them. Know how to plan a diversion and stick to the plan. Circle over the point you are being diverted, plot the course to the diversion on the chart so you can tell whether you are left or right of track when you actually fly it. Get a heading within a few degrees (don't' use the true course), calculate a time based upon the TAS we are flying now. When you've got that, set off for the diversion exactly over your point and start your watch. We should be at the diversion no problem when the time expires. Some other problems are planning over mountainous terrain at an altitude that won't let you glide clear. Using the VOR's so much that you can't navigate any other way. Etc.
• Emergency Procedures / Engine Failure - People have trouble in estimating their glide to the field or airport. Most are way too high. This also causes problems with the short field landing. A procedure that works well is: If possible fly over the field at 1500 feet agl. Turn a normal downwind. Plan your touchdown 1/3 of the way up the field. (That way if there's any wind on final you'll not land short), turn a normal base leg (Touchdown point 45 degrees behind the wing), then when you roll on to final start changing the touchdown point to the beginning of the runway with flaps or slipping. Read Stick and Rudder in the landings section on how to judge your approaches.
• Short field Landings - There is an accuracy of -0 +200 feet from some point. I usually don't use the numbers as it causes us to be below the VASI and quite low. I pick some other point on the runway like the first taxiway, etc. You must know how to pick and spot and land on it for this to be successful. I find most people land way beyond or way short. Again, Stick and Rudder will explain it to you.
• Decision making - Sometimes people let the environment, controller or airplane get the best of them. They'll come into a traffic pattern with 10- people in it, force their way on the 45 without really knowing what's happening and try to some how make it through just because I told them to go to that airport. Sometimes the best action is to wait at some safe altitude, etc., until you can do things safely within you own limits not mine. If the wind picks up to 25 kts and you don't suggest we go somewhere else, then it's a problem with judgment. Above all the applicant must NEVER decide to do the flight portion in conditions or situations that is beyond his personal limits. Just because a pilot examiner is sitting there should have absolutely nothing to do with the applicants decision to go flying. You're being evaluated on your ability to handle the flight conditions not mine. I'm not a safety net. Just be sensible in making a decision.
• Stall Recovery- Lately there seems to be a problem in stall recoveries. Here is what should not happen. At the moment of the stall the stick should not be shoved briskly forward to break the stall, then add full power and wait till Vy to start climbing again. All that does is loose height. Granted in unstalls the wing, but if you do that near the ground we will be a lawn dart. The correct procedure is in the airplane flying handbook but is basically this: 1. Push the stick forward until the stall warner is gone or there is not buffeting and only that far. Add full power as you are doing this. Use rudder to keep a wing from dropping. 2. Reduce the flap to approach setting while maintaining an attitude that is unstalled. 3. Allow the airplane to accelerate to VY then retract the remaining flap. This results in minimum altitude loss.
• Traffic Patterns - Read the AIM chapter 4 or the airplane flying handbook. The problem seems to be that the applicants are unable to enter a 45 degree to the downwind at traffic pattern altitude. Remember, the purpose of doing the 45 degree join is to merge onto the downwind and see everything going on in the pattern before turning downwind. This means that the 45 should be long enough to see everyone and it should be at pattern altitude so everyone is at eye level. DON'T Descend on the 45. It's dangerous. In some places it is not appropriate to use a 45 degree entry due to terrain. In that case join the downwind or crosswind at TPA. It also comes to mind that some people can't seem to figure out where the 45 is without over flying the airport. Some airports, like Byron, have skydiving and it's not recommended to overfly the airport. Be able to visualize the 45 from your present position and get to it at TPA.

Summary

Well, were basically to the end of the most common problems on the checkride. It's not that these things come up every time. It's just that they are the most common things that people have trouble with when they have trouble.

I hope this helps you and your flight instructor by identifying areas and posing solutions now rather than when your under the pressure of a checkride. It's no fun for you when you have to take a test. Why not get some additional instruction in these areas and make it a little easier? Remember that it's a practical test not theoretical. Things happen during the flight sometimes that preclude us from doing what we though we were going to do. It's the applicant's job to know when it's too much for them and speak up.

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