A couple of points to all you posters - please note it is a SKILL TEST not a Skills test. Secondly, nobody has pointed out that the test can legitimately be split in to two parts. Many candidates only achieve a partial pass because they simply become too tired and mess up the circuits or some other section.
Why not break the test in to two and have a rest after the nav section - some people may say that this costs more, but it does not cost more than having to repeat the test sections that were failed. Just a thought

Only trouble with someone trained that way is that, if they actually have an engine failure they can then spend so long picking a field because they are not used to doing it, that they would be on the ground before they get their field chosen. This is not done just for the hell of it, but to make sure they can actually do it if needed, and picking a field (not necessarily the ideal field, just an adequate one) in good time is all part of it.:ooh:

foxmoth:
Yeah, I can see where you are coming from. I must underline though, this was only something that occurred during my actual skills test, it was the examiner that picked the field. Throughout my training with my instructor I picked my own field most of the time. Like I said though, either way, I can see the benefits of both.

Trouble with this is that the instructors will find out that this is what the examiners are doing (if they all do it) - and the natural tendency is then to make sure the student pssses the test rather than knows what they need to.:ugh:

Hey Guys,

Thanks for all your replies, really helpful:).

I realise that I must know the aircraft inside out that I am to take my test in, please could you give examples as to the sort of questions the examiner will ask, e.g. type of flaps, best rate of climb and best angle of climb speeds, VS0, VS1, VFE etc.

Regards

Lawrence

testing
 

For the PPL Skill Test each element is assessed for both knowledge and skill. The end result isn't always too important.

With regard to skill I always expect it to be there even if not well applied. Good application will develop with time.

With regard to knowledge, well ..........? What is most important is that you know where to find it. Knowing the tyre pressures and the take-off run/distance on a standard day etc is not as important as being able to show me where the information can be found and be able to apply it.

Of course you should know the Best Rate/Angle of climb and approach speeds of your aircraft. However a good knowledge of how to use the Flight Manual is most important. The Oral exam will require knowledge of the use of the Flight Manual. Knowing the type of flap isn't so important as knowing the effect that they have. The general knowledge with regard to the different types of flap will have been covered in the written exams. If your asked a specific question in the Oral know where to find the answer, that is all.

I never want a candidate to fail any part and will do my utmost to help them to a pass as, I'm sure, do most examiners.

Thanks homeguard,

Makes more sense now. I've still got a few lessons left before test so I'll make sure I've asked my instructor every single question I can think of regarding both the test in general and the oral questions.
Thanks for your feedback,

Lawrence

LIRMy test was planned to be done in two parts as it fitted in better with both myself and the examiner. I paid only the single test fee so I'm not sure why you should think it would cost more. As I understood things, it would only incur a second test fee if one part needed to be repeated.