The good ole 'Practical' checkride (SHARE EXPERIENCE)
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The good ole 'Practical' checkride (SHARE EXPERIENCE)
Well, its official, i'm going to be taking the practical test for my pirvate pilot's license sometime this month. 
I'm really really really really nervous! and while i know i'm pretty well prepared, i can''t help but feel completley horrified. To make it less of a shock, i was wondering if maybe some of you would like to share your checkride experiences (ie how the instructor structured the event, what things he did to you in the air, etc). I apologize if there was another thread like this, but i couldn't find any so post away!
I'm really really really really nervous! and while i know i'm pretty well prepared, i can''t help but feel completley horrified. To make it less of a shock, i was wondering if maybe some of you would like to share your checkride experiences (ie how the instructor structured the event, what things he did to you in the air, etc). I apologize if there was another thread like this, but i couldn't find any so post away!
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Did mine last week. Been in a 152 (compared to a 172 that im used to) made things a little easier - things happen a lot slower!
The examiner expects you to be nervous so dont be worried that they will pick you up on it. My examiner did the circuits first, then NAV, and then general handeling.
As long as you keep your checks going and are safe then you will be fine. If you are not been safe the examiner should stop you, and if there is only minor points then they will tell you at the end.
Just treat it as another lesson, just flying with a different instructor for the first time so you want to try and impress them. And always just check that they are happy as if theyre a passenger. If you dont know your examiner get them talking during NAV if your not doing much (with a 30 knot headwind i had time to burn).
Just dont worry about it, just make sure you are safe and you will be fine!
The examiner expects you to be nervous so dont be worried that they will pick you up on it. My examiner did the circuits first, then NAV, and then general handeling.
As long as you keep your checks going and are safe then you will be fine. If you are not been safe the examiner should stop you, and if there is only minor points then they will tell you at the end.
Just treat it as another lesson, just flying with a different instructor for the first time so you want to try and impress them. And always just check that they are happy as if theyre a passenger. If you dont know your examiner get them talking during NAV if your not doing much (with a 30 knot headwind i had time to burn).
Just dont worry about it, just make sure you are safe and you will be fine!
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Just a thought from chatting with my examiner and others...
Make the effort to appear professional - look smart, be on time, don't smoke, be clean, no BO, etc. - usual job interview type rules.
Doesn't mean you ll pass if your flying is crap but who would you trust with your family - professional smart pilot or someone in torn jeans and t -shirt?
It maybe wrong but image DOES count...
PW
PS. If you re going to wear smart shoes make sure you fly in them before checkride as pedals, (certainly in helicopters), feel different in shoes to trainers! Been there got t-shirt!
Make the effort to appear professional - look smart, be on time, don't smoke, be clean, no BO, etc. - usual job interview type rules.
Doesn't mean you ll pass if your flying is crap but who would you trust with your family - professional smart pilot or someone in torn jeans and t -shirt?
It maybe wrong but image DOES count...
PW
PS. If you re going to wear smart shoes make sure you fly in them before checkride as pedals, (certainly in helicopters), feel different in shoes to trainers! Been there got t-shirt!
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Just treat it as another lesson
That's the thing that I found most disconcerting on my test - in previous lessons the instructor had told me what to do, where to go etc. Being told by the examiner "go somewhere suitable to show me some stalls" was a new experience that I wasn't prepared for; although I succeeded in finding somewhere high enough, not above something daft, not too close to cloud and so on, this wasn't anything any instructor had ever asked me to do before.
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I did mine in t-shirt and jeans and passed!
Finding somewhere suitable to stall is part of your HASELL checks A = Alt. suficent to recover by 3000ft and L = Location, clear of built up areas, airfields, controlled airspace etc.
I never got told to go somewhere suitable for stalling (apart from in test) athough its part of your "aerobatic" checks
Finding somewhere suitable to stall is part of your HASELL checks A = Alt. suficent to recover by 3000ft and L = Location, clear of built up areas, airfields, controlled airspace etc.
I never got told to go somewhere suitable for stalling (apart from in test) athough its part of your "aerobatic" checks
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There are a couple of things that will fail you instantly.
1) Flying into cloud
2) Flying into CAS
3) Not landing into wind on the PFL
Otherwise just relax and fly as you have been taught.
Good Luck,
Carl
1) Flying into cloud
2) Flying into CAS
3) Not landing into wind on the PFL
Otherwise just relax and fly as you have been taught.
Good Luck,
Carl
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1) Flying into cloud
PINKS WORLD THROUGH ROSE COLOURED SPECS
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HELLO Thief13X
I have not long passed my skills test ,(JUNE ) so it is still quite fresh in my mind ,
I wonder if you would like me to share it with you .
(well one bit of it )
(even though I have been viewed more as a pest than plesure on here , )
but from someone who was scared to death of taking it and not feeling ready perhaps ,
(kept stalling , oops wrong choice of word , KEPT CANCELLING ,)
I found the whole exsperiance fun and not scary at all .
In fact alot easier than I imagined .
WEEEEEEEELL that is if we forget the very start of the test , when I thought I could fail before we even left the runway .
It started off as I has been warned and imagined ,
given my route ,
told to plot and prepare
(weight , balance , you know all that stuff )
Then briefed as to the way the whole test would go .
I was warned however ,
(now let me get this right)
I was P1 , and made the descions .
If however , I felt it nessesary to turn back ,
(because of the weather ) which today , did have alot of low cloud ) ooerrrr ,
If I gave my permission , then in order to continue on the NAVIGATION exercise , the TEST , would temporarilly STOP , while the examiner took over IMC through the cloud , and then handed the controls back to me , to continue on .
(That was not required though , thank gawd )
But ,after a couple of questions on the apron , by G PINK ,
and doing the usual routine CHECK LIST CHECKS ,
(don't forget you passenger brief ,)
(I didn't )
I was thrown by an RT suggetion that I has never come across before .
I was at the holding point waiting , having been cleared for 24 (now 23 )
as a big boy was on long finals ,
When all of a sudden I was ASKED , (never been ASKED before , used to being TOLD )
if i would like to accept 30 instead .
wwwwhat I thought .
P-A "say again "
GAWD , Was this a trick question .
If I accepted it , and the wind direction ,was not suitable for a good take off , then WOULD I FAIL INSTANTLY .
Tower "confirm you are able to accept 30 , BLAH BLAH BLAH."
Heavans to betsy , my mind was doing all sorts of calculations , my brow was glistening , and another fear was that ,
If I accepted the different runway , would I have to land on it as well
, the short one which i didn't particulaly like , or use often ,
and would have to do
( be tested , judged )
on all my different flaps ,flapless and glide approaches, when I returned .
OOOOOOOO OOOOOOO
"I accept 30, G PINK "
Of course It wasn't a trick , I made the right descion.
I made all the right descions that day , and my confidence grew as I sensed the CFI , ticking away , tick tick tick .
There is alot more ,, alot happened , nearly got lost , but didn't panic , and read my map ,
but all you want to hear is that ,
"It really was not that bad . It was MUCH MUCH better than a lesson , and much easier ."
I did NAV first , and was told I had passed that section , which filled me with the confidence to SHOW HIM ALL MY STUFF ,for the big finish .
good luck .
(alright ,alright , I am off now ,
WELL HE DID ASK )
THE PINKSTER
I have not long passed my skills test ,(JUNE ) so it is still quite fresh in my mind ,
I wonder if you would like me to share it with you .
(well one bit of it )
(even though I have been viewed more as a pest than plesure on here , )
but from someone who was scared to death of taking it and not feeling ready perhaps ,
(kept stalling , oops wrong choice of word , KEPT CANCELLING ,)
I found the whole exsperiance fun and not scary at all .
In fact alot easier than I imagined .
WEEEEEEEELL that is if we forget the very start of the test , when I thought I could fail before we even left the runway .
It started off as I has been warned and imagined ,
given my route ,
told to plot and prepare
(weight , balance , you know all that stuff )
Then briefed as to the way the whole test would go .
I was warned however ,
(now let me get this right)
I was P1 , and made the descions .
If however , I felt it nessesary to turn back ,
(because of the weather ) which today , did have alot of low cloud ) ooerrrr ,
If I gave my permission , then in order to continue on the NAVIGATION exercise , the TEST , would temporarilly STOP , while the examiner took over IMC through the cloud , and then handed the controls back to me , to continue on .
(That was not required though , thank gawd )
But ,after a couple of questions on the apron , by G PINK ,
and doing the usual routine CHECK LIST CHECKS ,
(don't forget you passenger brief ,)
(I didn't )
I was thrown by an RT suggetion that I has never come across before .
I was at the holding point waiting , having been cleared for 24 (now 23 )
as a big boy was on long finals ,
When all of a sudden I was ASKED , (never been ASKED before , used to being TOLD )
if i would like to accept 30 instead .
wwwwhat I thought .
P-A "say again "
GAWD , Was this a trick question .
If I accepted it , and the wind direction ,was not suitable for a good take off , then WOULD I FAIL INSTANTLY .
Tower "confirm you are able to accept 30 , BLAH BLAH BLAH."
Heavans to betsy , my mind was doing all sorts of calculations , my brow was glistening , and another fear was that ,
If I accepted the different runway , would I have to land on it as well
, the short one which i didn't particulaly like , or use often ,
and would have to do
( be tested , judged )
on all my different flaps ,flapless and glide approaches, when I returned .
OOOOOOOO OOOOOOO
"I accept 30, G PINK "
Of course It wasn't a trick , I made the right descion.
I made all the right descions that day , and my confidence grew as I sensed the CFI , ticking away , tick tick tick .
There is alot more ,, alot happened , nearly got lost , but didn't panic , and read my map ,
but all you want to hear is that ,
"It really was not that bad . It was MUCH MUCH better than a lesson , and much easier ."
I did NAV first , and was told I had passed that section , which filled me with the confidence to SHOW HIM ALL MY STUFF ,for the big finish .
good luck .
(alright ,alright , I am off now ,
WELL HE DID ASK )
THE PINKSTER
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Well started off the day before for me,went up for the pre checkride stage check.I made a complete 
up of that,manouvers sucked liked they have never sucked before!!
Instructor was dead-on and realised it was my nerves.Gave me the best bit of advice to me anyways which was to take your time,think things through,rememeber you arn't in any hurry and do the manouvers etc all in your own time.
So came day of test,fuelled up my C172,gave the instructor(ex F27/757 jockey) the safety brief.No smoking,no touching the controls and if he could remain silent while I was dealing with ATC etc.So taxied out did my run up and other checks.Departed the circuit to the North and proceeded on the cross country.Like mentioned dont be afraid to chat to the intrsuctor.Had interesting conversation.Then came the diversion,so off I turned to an alternate airfield working out on the computer the timings etc and speed etc.Quite difficult in the turbulence and not helped by the fact I dropped some stuff in the footwell!!
Anyways made the airfield then proceeded to carryout my engine failures/fires in flight.Picked my spot to land into wind and dropped down to low altitude.Then he said "okay thats fine climb back up" shortly after he said "engine failure after take-off!"
So ran through the drill again landing dead ahead in a nice field with some cows either side,obviously didn't land but you get the idea
Climbed up then to my surprise he turns of my electrics.Asked what intruments had I lost,how much fuel was left and how long would it last,would we make it back to our home airport?
Finally headed back to the field and after a month of solid flying using rwy's 27L+R I find the wind has changed and the 09's are in use!! Yay I think so setup for normal landing on 09R the shorter and narrower of the two runways.Turning left onto finals feel the plane drop slightly to which I apply some RPM recover,with instrucotr laughing and saying "ha ha wind shear thats good!" To which I'm a nervous wreck lol.Carried out another two circuits doing flapless landing and then finally a short field landing before and taxi to parking.
DONE AND DUSTED I PASSED
Regards
up of that,manouvers sucked liked they have never sucked before!! Instructor was dead-on and realised it was my nerves.Gave me the best bit of advice to me anyways which was to take your time,think things through,rememeber you arn't in any hurry and do the manouvers etc all in your own time.So came day of test,fuelled up my C172,gave the instructor(ex F27/757 jockey) the safety brief.No smoking,no touching the controls and if he could remain silent while I was dealing with ATC etc.So taxied out did my run up and other checks.Departed the circuit to the North and proceeded on the cross country.Like mentioned dont be afraid to chat to the intrsuctor.Had interesting conversation.Then came the diversion,so off I turned to an alternate airfield working out on the computer the timings etc and speed etc.Quite difficult in the turbulence and not helped by the fact I dropped some stuff in the footwell!!
Anyways made the airfield then proceeded to carryout my engine failures/fires in flight.Picked my spot to land into wind and dropped down to low altitude.Then he said "okay thats fine climb back up" shortly after he said "engine failure after take-off!"
So ran through the drill again landing dead ahead in a nice field with some cows either side,obviously didn't land but you get the idea
Climbed up then to my surprise he turns of my electrics.Asked what intruments had I lost,how much fuel was left and how long would it last,would we make it back to our home airport?
Finally headed back to the field and after a month of solid flying using rwy's 27L+R I find the wind has changed and the 09's are in use!!
Yay I think so setup for normal landing on 09R the shorter and narrower of the two runways.Turning left onto finals feel the plane drop slightly to which I apply some RPM recover,with instrucotr laughing and saying "ha ha wind shear thats good!" To which I'm a nervous wreck lol.Carried out another two circuits doing flapless landing and then finally a short field landing before and taxi to parking.DONE AND DUSTED I PASSED
Regards
Well, Thief13x, I am one of those intimidating s.o.b. s who conduct PPL Skill Tests...
First thing is - we WANT to pass you! We also know that you'll be tense and ill at ease on your trip - and may not be perfect. Don't worry - none of us were any more relaxed when we did ours!
I wouldn't really care whether you turn up in shirt and tie, t-shirt and jeans or a little summer dress (if you're a lady). Wear whatever you feel comfy in, because the trip will take about 2.5 hours.
As Pink_aviator said, you'll be expected to make the relevant Wx an navigation decisions, but no Examiner will make things deliberately awkward for you.
Start with a good Wx brief, then plan the nav route followed by weight and balance and take-off calcs. You might get asked the odd question during the walk-round checks, but I will normally let the lucky victim get a head start. Top tip - make sure you use the loo before you walk to the a/c! Then just a normal start, taxy and take-off (try to believe me!) before you set off on the first nav leg. The Examier should act like an 'intelligent passenger' and will just want to know the ETA at the first turning point, any update and if you're off-track, just describe what you're doing to sort it out. On the second leg you'll get a practice diversion - set off from somewhere obvious when you're ready for it. Once you get to the diversion, your responsibility for nav ceases until you're asked to take the Examiner back to the aerodrome a while later. My sequence goes something like - climb up to a suitable height for stalling, then level off and sort yourself out. A steep turn each way, then recovery from a spiral descent. After that a few stalls, then a PFL. Climb up from the PFL at best angle of climb with a few turns, level off. Then fix position by radio navaids, turn towards a nominated beacon and track towards it for 5 mins. After about 3 of the 5 minutes I'll give you the foggles to wear, ready for your 180 deg IF turn. Then back for a few circuits with an EFATO and a low go-around at some stage and it'll all be over before you know it!
Pink-aviator's description is exactly the sort of thing you can expect - she was obviously tense and nearly thrown off-balance at the start but then gave a settled and sound performance, from all accounts.
The very best of luck - let us know how it went when you've passed!
First thing is - we WANT to pass you! We also know that you'll be tense and ill at ease on your trip - and may not be perfect. Don't worry - none of us were any more relaxed when we did ours!
I wouldn't really care whether you turn up in shirt and tie, t-shirt and jeans or a little summer dress (if you're a lady). Wear whatever you feel comfy in, because the trip will take about 2.5 hours.
As Pink_aviator said, you'll be expected to make the relevant Wx an navigation decisions, but no Examiner will make things deliberately awkward for you.
Start with a good Wx brief, then plan the nav route followed by weight and balance and take-off calcs. You might get asked the odd question during the walk-round checks, but I will normally let the lucky victim get a head start. Top tip - make sure you use the loo before you walk to the a/c! Then just a normal start, taxy and take-off (try to believe me!) before you set off on the first nav leg. The Examier should act like an 'intelligent passenger' and will just want to know the ETA at the first turning point, any update and if you're off-track, just describe what you're doing to sort it out. On the second leg you'll get a practice diversion - set off from somewhere obvious when you're ready for it. Once you get to the diversion, your responsibility for nav ceases until you're asked to take the Examiner back to the aerodrome a while later. My sequence goes something like - climb up to a suitable height for stalling, then level off and sort yourself out. A steep turn each way, then recovery from a spiral descent. After that a few stalls, then a PFL. Climb up from the PFL at best angle of climb with a few turns, level off. Then fix position by radio navaids, turn towards a nominated beacon and track towards it for 5 mins. After about 3 of the 5 minutes I'll give you the foggles to wear, ready for your 180 deg IF turn. Then back for a few circuits with an EFATO and a low go-around at some stage and it'll all be over before you know it!
Pink-aviator's description is exactly the sort of thing you can expect - she was obviously tense and nearly thrown off-balance at the start but then gave a settled and sound performance, from all accounts.
The very best of luck - let us know how it went when you've passed!
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Wow, talking to a real examiner here. Thanks for the tips everyone, 1 question though beagle. One thing that concerns me more than the flying portion is the oral portion. What are some things the examiner might fail you for not knowing? its not that i don't know what i should, its just that i'm afraid i'm going to go blank, and maybe give a wrong anwser or not know. My instructor says not to worry too much, that i can always tell the examiner that i need to look it up, just that i shouldn't need to look up everything. But coming from an examiner, what are some reasons you would fail a student based on the oral only?
Now on the flight portion...
So the examiner wants me to divert to another airport because of 'weather', and i choose the airport. Does he expect me to pull out my plotter and E6B and plan an exact heading? or is he just asking for a rough estimation? What are some reasons he might fail me when it comes to the emergency simulations? Will he really fail me if i get a little bit out of the airspeed, altitude or heading regulations on the maneuvers?
Thanks for taking the time to talk with a student pilot like myself
Tim
Now on the flight portion...
So the examiner wants me to divert to another airport because of 'weather', and i choose the airport. Does he expect me to pull out my plotter and E6B and plan an exact heading? or is he just asking for a rough estimation? What are some reasons he might fail me when it comes to the emergency simulations? Will he really fail me if i get a little bit out of the airspeed, altitude or heading regulations on the maneuvers?
Thanks for taking the time to talk with a student pilot like myself
Tim
Hi again!
The oral is normally just a FEW brief questions to make sure that you know what you're doing. E.g "When you check the oil, what level are you looking for. How would you top it up and with what type of oil". That sort of thing. Or "What is this aerial for". Nothing too hard - certainly not the "Why is this screw head circled in red" nonsense we used to get in military training!
The diversion should go something like:
"Tell me what this place is coming up ahead."
"It's the town of Anyplace"
"OK - pretend that the weather 5 miles further on is such that you can't see the ground. WHEN YOU ARE READY, I'd like you to divert to here" (Pointing out where 'here' is on the map)."
You should then have time to draw a line from Anyplace (or other nearby landmark) to 'here' - I suggest a chinagraph pencil and the edge of the checklist. Measure the distance (my checklists have a 1/2 mill scale on the edge!), write it down. Find a VOR rose, use your checklist like a parallel rule and measure the mag track. Write it down. Then apply Mental Dead Reckoning to obtain your GS and Track, then set off using a combination of accurate flying and map reading.
The emergency section will only be failed if you do something daft! As for maintaining heading, height and speed - well, the limits are quite generous and most Examiners won't just be sitting there watching for a limit to be broken....
Bear in mind that I'm talking about a JAR-FCL PPL(A) conducted in the UK - things may be different elsewhere! Have another read of Pink_aviator's post to get a feel for how it seemed to a somewhat nervous pilot!
Good luck!!
Oh - and the screw was circled in red because it had to be a special short-reach type so that it didn't foul the control cables under the skin!
The oral is normally just a FEW brief questions to make sure that you know what you're doing. E.g "When you check the oil, what level are you looking for. How would you top it up and with what type of oil". That sort of thing. Or "What is this aerial for". Nothing too hard - certainly not the "Why is this screw head circled in red" nonsense we used to get in military training!
The diversion should go something like:
"Tell me what this place is coming up ahead."
"It's the town of Anyplace"
"OK - pretend that the weather 5 miles further on is such that you can't see the ground. WHEN YOU ARE READY, I'd like you to divert to here" (Pointing out where 'here' is on the map)."
You should then have time to draw a line from Anyplace (or other nearby landmark) to 'here' - I suggest a chinagraph pencil and the edge of the checklist. Measure the distance (my checklists have a 1/2 mill scale on the edge!), write it down. Find a VOR rose, use your checklist like a parallel rule and measure the mag track. Write it down. Then apply Mental Dead Reckoning to obtain your GS and Track, then set off using a combination of accurate flying and map reading.
The emergency section will only be failed if you do something daft! As for maintaining heading, height and speed - well, the limits are quite generous and most Examiners won't just be sitting there watching for a limit to be broken....
Bear in mind that I'm talking about a JAR-FCL PPL(A) conducted in the UK - things may be different elsewhere! Have another read of Pink_aviator's post to get a feel for how it seemed to a somewhat nervous pilot!
Good luck!!
Oh - and the screw was circled in red because it had to be a special short-reach type so that it didn't foul the control cables under the skin!
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Beagle, looks like Thief13x is in the US and the FAA oral is a little bit more involved than that.
Thief13x, don't worry too much about the oral. Its the same subject matter as in the exams, you just don't get multi choice answers. If you got a good exam mark, you'll probably get a fairly quick oral. Otherwise, expect to be questioned on the bits of the exam you got wrong. Make sure you know what all the symbols on the map mean, especially the various information round the VOR boxes like FSS frequencies and whether the VOR has audio with weather broadcasts. Brush up on enroute weather sources. Make sure your instructor gives you a good briefing. Ask other students what they got asked. Most DPEs have standard questions they use to test your knowledge.
But FAA or JAA, what Beagle says is right - your examiner wants you to pass and wouldn't be sitting there unless your instructor thinks you can do it.
Thief13x, don't worry too much about the oral. Its the same subject matter as in the exams, you just don't get multi choice answers. If you got a good exam mark, you'll probably get a fairly quick oral. Otherwise, expect to be questioned on the bits of the exam you got wrong. Make sure you know what all the symbols on the map mean, especially the various information round the VOR boxes like FSS frequencies and whether the VOR has audio with weather broadcasts. Brush up on enroute weather sources. Make sure your instructor gives you a good briefing. Ask other students what they got asked. Most DPEs have standard questions they use to test your knowledge.
But FAA or JAA, what Beagle says is right - your examiner wants you to pass and wouldn't be sitting there unless your instructor thinks you can do it.
PINKS WORLD THROUGH ROSE COLOURED SPECS
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HI THIEF ,
I have just thought of something else .(do not know if it will help.)
The week before my skills , I did a mock sort of skills test , and one of my greatest fears was that I would get lost on the divertion
(I am not the worlds best at quick mental maths , and was worired about getting the ETA spot on and heading ,making allowances for the wind ,ETC .)
ANY WAY ,
In the mock , I errrrr did get horribly lost . I took completely the wrong heading . I nearly ended up on the ski slopes of AVIMORE , teehee , and realised I had never been that far over near them before and would need to start climbing if I continued on THAT coure .
I kept trying to find my landmarks , and was just about to tell the MOCK EXAMINER (MY FI ) that I was going to turn around and head back to a point that I felt I would recognise , when those dreaded words beat me to it
FI . " I have control "
I was upset ,and annoyed that so close to my TEST , I had messed it all up ,
(but I got a grip . didn't let a tear escape ) let myself relax a minuit ,while my FI . exspalined what I had done wrong ,
(and he felt from the way I was looking around having realised my mistakes , that I would have eventually found the way , BUT , he wanted to get back for his lunch , and didn't really want it at the mountain top cafe . TEEHEE )
A week , later , I used the most simple uncomplicated method for my divertion (on the real skills test ) that BEAGLE had mentioned .
easy peasy , china graph pencil
no ruler , (used my thumb for distance )
used the ROSE for heading ,
just like BEAGLE said ,
and guess what ,
I WAS ABSOLUTLY SPOT ON , FOR MY HEADING AND ETA , and boy did that put me on a high and make me feel confident , to do the seond half of the test that I had felt more confident with .
as I say , GOOD LUCK , and enjoy it ,
THE PINKSTER
I have just thought of something else .(do not know if it will help.)
The week before my skills , I did a mock sort of skills test , and one of my greatest fears was that I would get lost on the divertion
(I am not the worlds best at quick mental maths , and was worired about getting the ETA spot on and heading ,making allowances for the wind ,ETC .)
ANY WAY ,
In the mock , I errrrr did get horribly lost . I took completely the wrong heading . I nearly ended up on the ski slopes of AVIMORE , teehee , and realised I had never been that far over near them before and would need to start climbing if I continued on THAT coure .
I kept trying to find my landmarks , and was just about to tell the MOCK EXAMINER (MY FI ) that I was going to turn around and head back to a point that I felt I would recognise , when those dreaded words beat me to it
FI . " I have control "
I was upset ,and annoyed that so close to my TEST , I had messed it all up ,
(but I got a grip . didn't let a tear escape ) let myself relax a minuit ,while my FI . exspalined what I had done wrong ,
(and he felt from the way I was looking around having realised my mistakes , that I would have eventually found the way , BUT , he wanted to get back for his lunch , and didn't really want it at the mountain top cafe . TEEHEE )
A week , later , I used the most simple uncomplicated method for my divertion (on the real skills test ) that BEAGLE had mentioned .
easy peasy , china graph pencil
no ruler , (used my thumb for distance )
used the ROSE for heading ,
just like BEAGLE said ,
and guess what ,
I WAS ABSOLUTLY SPOT ON , FOR MY HEADING AND ETA , and boy did that put me on a high and make me feel confident , to do the seond half of the test that I had felt more confident with .
as I say , GOOD LUCK , and enjoy it ,
THE PINKSTER
By the way 'chinagraph pencil' is termed a 'grease pencil' in the US, I gather.
Those wretched pens with removable tops leave you either struggling to fly the thing with your knees with pen top in one hand and pen in the other! Or with the top stuck in your teeth. Use a 'topless' grease pen and you'll find it a lot easier.
Pink_aviator's suggestion to know the equivalent length of your thumb on the map (about 10 nm) is a good one - alternatively paint some mile marks on your pencil.
There's nothing like a cocked-up 'pre-test' to get you working on your techniques!
Those wretched pens with removable tops leave you either struggling to fly the thing with your knees with pen top in one hand and pen in the other! Or with the top stuck in your teeth. Use a 'topless' grease pen and you'll find it a lot easier.
Pink_aviator's suggestion to know the equivalent length of your thumb on the map (about 10 nm) is a good one - alternatively paint some mile marks on your pencil.
There's nothing like a cocked-up 'pre-test' to get you working on your techniques!
Join Date: Jul 2003
Location: Minnesota
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It's been a few years now but:
Usually your flight route will be given to you the evening before, so you have plenty of time to plan your route. Just call for a weather briefing in the morning, and get the winds aloft etc, to complete.
You'll get the oral first, then the check ride. This helps you get to know the examiner better before the check ride. In the U.S. this is fairly informal situation. Study those area's where you gave the wrong answers on your written, the examiner will start there first. My examiner was a very experienced female, if you did not give the answer that she wanted to her question, she restated it another way, by asking another way she gave you another opportunity to give the correct or complete answer she was looking for.
Know your airspace stuff :-
What class air space are you in here?
How high/low can you fly here? Several of those, especially under class B airspace or over class D and under class B. (I was asked about some places in South Dakota that are class E up to 18,000ft.)
Know your map symbols.
Know the runway length at your planned destination airport.
Know how much fuel your engine uses per hour, and how much total flight time you have.
During the check ride, if your not sure what they want don't be afraid to ask. (My check ride pilot asked for a stall done from a straight and level flight condition, I had never done that before)
Use the check list, make it obvious that you are.
Yes they want to pass you, but they also want you to be safe. Don't do anything really dangerous and you'll be fine.
Regards, and Good Luck,
White Bear.
Usually your flight route will be given to you the evening before, so you have plenty of time to plan your route. Just call for a weather briefing in the morning, and get the winds aloft etc, to complete.
You'll get the oral first, then the check ride. This helps you get to know the examiner better before the check ride. In the U.S. this is fairly informal situation. Study those area's where you gave the wrong answers on your written, the examiner will start there first. My examiner was a very experienced female, if you did not give the answer that she wanted to her question, she restated it another way, by asking another way she gave you another opportunity to give the correct or complete answer she was looking for.
Know your airspace stuff :-
What class air space are you in here?
How high/low can you fly here? Several of those, especially under class B airspace or over class D and under class B. (I was asked about some places in South Dakota that are class E up to 18,000ft.)
Know your map symbols.
Know the runway length at your planned destination airport.
Know how much fuel your engine uses per hour, and how much total flight time you have.
During the check ride, if your not sure what they want don't be afraid to ask. (My check ride pilot asked for a stall done from a straight and level flight condition, I had never done that before)
Use the check list, make it obvious that you are.
Yes they want to pass you, but they also want you to be safe. Don't do anything really dangerous and you'll be fine.
Regards, and Good Luck,
White Bear.
