A checkride is an important milestone in a pilot’s training. It is where all the studying, practicing, and investment come together in one practical test.
For many applicants, it can also be the most stressful day of their training.
Though there is no magic trick to take away all that stress, knowing what to expect can help relieve some of it, especially when you’ve never been through one before.
So here we go, it’s checkride day. You meet your DPE, maybe for the first time, shake hands, and sit down. They brief you on the process and the three outcomes: a pass, a Notice of Disapproval, or a Letter of Discontinuance.
Remember, a DPE is a person. They don’t expect perfection, but they need to see that you are proficient, knowledgeable, able to make sound decisions, and operate an aircraft safely.
The checkride can be seen as four main steps: document verification and eligibility, oral exam, flight evaluation, and debriefing.
First, the DPE ensures you are eligible to take the test. They check your documents, logbook entries, training requirements, endorsements, and knowledge test report.
Missing, inaccurate or outdated documents, as well as unmet requirements, can prevent the test from even starting, so preparation and organization are key.
Once eligibility is confirmed, the DPE collects the fee and tells you that the test has officially begun.
Now starts the real deal … the oral exam. Each DPE has their own flow and sequence, but they all must follow the Airman Certification Standards (ACS) or Practical Test Standards (PTS), so being familiar with the proper reference helps with your readiness.
Usually, you are asked to show the aircraft is airworthy, which can lead to questions about maintenance requirements, regulations, and aircraft systems. Other questions cover your medical, pilot certificate privileges and limitations, and currency.
Don’t forget, you can bring official references, so if you are unsure, use them and show that you know where to find the answer.
The oral is more of a discussion focused on decision-making using the scenario and cross-country flight plan the DPE gave you a few days before the checkride. Come with a completed nav log, weather briefing, personal minimums and weight and balance, ready to explain your route and possible diversions. Even though it’s a simulation, the DPE evaluates what you would do in real life … so make it real.
Then you hear, “Let’s go fly!” This means you have passed the oral.
If you need a short break, take it before heading to the ramp. Remember, you can request a discontinuance if the test can’t be continued.
The flight portion starts at preflight and ends when the aircraft is tied down. Everything in between is part of the evaluation. Take one step at a time, focusing on each Task. Don’t forget the passenger and pilot briefings … and use your charts and checklists!
If you are a primary student going for a private or sport pilot certificate, the flight usually starts with the first leg of your flight plan. Make sure you time your departure and checkpoints and be ready to recalculate a diversion.
Follow the DPE’s instructions and show them what you have been practicing throughout your training. And don’t forget your clearing turns!
If a Task doesn’t go well, analyze what happened and briefly explain it.
The DPE tells you when a Task is unsatisfactory, and you can choose to continue with the remaining portions or end the test. Either way, you receive credit for what you have completed satisfactorily and will generally be retested on Tasks not credited.
After the final landing, you taxi back to the ramp, secure the aircraft, and walk back to the office.
Time for the debrief. If the examiner hasn’t already, they tell you the outcome. They also give you feedback about the entire exam.
Every checkride is different depending on the certificate or rating sought, the examiner, the conditions, and the aircraft, but if there is one thing that always helps, it is being prepared and knowing what to expect.
“The DPE tells you when a Task is unsatisfactory, and you can choose to continue with the remaining portions or end the test.”
While that is generally true, I have flown with some examiners who insist that the practical exam be stopped if a task is deemed unsatisfactory. That was pre-ACS (though not by much), so it’s possible that changed with the ACS.
“And don’t forget your clearing turns!”
I also know of some examiners who actually dislike clearing turns and instead want the applicant to always be looking out the window for traffic. I think both are good advice: always be looking out the window for traffic, but also if in doubt, perform a clearing turn just to be sure.
As a DPE I found this to be an excellent high level overview of check ride expectations and chronology. Very well written and concise. For the instructors and applicants out there this should be required reading.
Agree
Often if an applicant is told they failed a maneuver it can rattle them too much to continue. However, if they can hold it together, it makes sense to try and continue and complete as much as possible. Since you are only required to demonstrate the failed maneuver(s) and those not completed, the retest could be a much shorter flight (probably making it easier to reschedule, etc.).
There is also an unseen side of the checkride. The DPE has to build a written Plan of Action (POA) from the ACS.
I instructed for 25 years and took many checkrides, but I do not remember any instructor explaining the POA to me.
Maybe CFIs should spend a little more time on that part of checkride preparation.