Here are some general FAA Practical Test tips. These can apply to almost any of the pilot certificate flight tests. For a more in-depth discussion about specific checkrides use the links above. If you have advice or information you would like to share on a checkride you took click on the recent checkrides link and share your story.

How to Prepare: First of all - do you have everything you need? Each of the PTS guides has an “Applicant’s Practical Test Checklist” page which lists the documents and equipment that you’ll need to have with you on the day of the exam. If you’re missing any of these items you’ll fail before you ever start. Your CFI should be able to assist you with the aircraft logs and records. Make sure you know how to find the proper sign-offs in the aircraft logbooks. The wording “Appropriate Publications” is a bit vague. Don’t go overboard here, you’re digging yourself a hole if you bring Aerodynamics for Naval Aviators to the exam. It’s a great book but overkill on any checkride. Perhaps bring the FAR/AIM, Pilot's Handbook of Aeronautical Knowledge and the Airplane Flying Handbook along with the required publications listed in the PTS.

Many people think that if they stray 1 foot or 1 knot outside of the PTS tolerances they fail. That’s not so. Per the PTS: Typical areas of unsatisfactory performance and grounds for disqualification are: 1. Any action or lack of action by the applicant that requires corrective intervention by the examiner to maintain safe flight. 2. Failure to use proper and effective visual scanning techniques to clear the area before and while performing maneuvers. 3. Consistently exceeding tolerances stated in the Objectives. 4. Failure to take prompt corrective action when tolerances are exceeded. So as you can see based on numbers 3 and 4, you can be outside of the tolerances, just not consistently and not without immediate correction. The examiner is not looking for perfection but rather overall competence.

We briefly talked about aircraft logs. Proving that the aircraft is air worthy is a stumbling block for many students. Locating and explaining: a. air worthiness directives. b. compliance records. c. maintenance/inspection requirements. d. appropriate record keeping. Most students know the requirements for determining if an airplane is air worthy. Here is an example of the difference between “book” knowledge and “practical” knowledge. To “know” that the airplane requires a 100 hour inspection is nice, but to be able to “prove” that the 100 hour inspection was performed is required of any pilot.

The PTS states the applicant will make a competent “go/no-go” decision based on available weather information. You are the PIC. We cannot stress that enough. Do not look to the DE to help you make decisions. The entire exam is based on your own skills, judgment and decision making as PIC. Take command of the exam. If the weather is too bad cancel the exam. It’s much better then failing due to poor weather.

Aircraft Systems - a topic that worries many students. Again - book knowledge is not always helpful. Practical knowledge is key here, knowing the number of rivets in the wing = useless, knowing what keeps the engine running = useful. A useful trick is to review the emergency section of the aircraft POH. With each procedure ask the question “why”. Why is the procedure written the way it is. This can be very helpful in better understanding aircraft systems. The same can be done with the normal procedures checklist.

One of the best suggestions we can make for the oral exam portion of the checkride - answer the questions in the shortest and simplest way. Giving more information than is required has caused countless people to fail. If the examiner asks you about the fuel system and you find yourself talking about hypoxia something has gone wrong. The examiner will not stop you once you’ve answered his or her question. They will let you talk and talk until you’ve dug yourself a hole so big you can’t get out. When in doubt, stop talking.

Tips for the flight portion of the checkride are easy. Act as PIC, that’s what you’re being tested on. Know the PTS tolerances and fly within them. Correct any mistakes immediately. When in doubt - start over.

We’ve already covered the “Act as PIC” statement. If you have to look to the DE for advice you’re not ready to be a pilot. Memorize the PTS tolerances and be able to fly within them consistently on training flights. If you can’t fly within the tolerance on a flight with your CFI you’ll never be able to fly within them with a DE onboard. Remember that if you do get outside the tolerances immediately correct the mistake. Better yet, verbalize that you made a mistake and what you’re doing to correct it. For example, if on a steep turn you get 100 feet too low, say out loud, “correcting back to my altitude”. Trust us; the DE already knows that you are too low. At least now you have told him or her that you also recognize the situation and you are going to correct it.

Starting over. If you’re too high on the approach, go around. If you’re not getting full power on the takeoff, abort it. The checkride is a test of your judgment not just your skills. If the DE is forced to correct a mistake, you fail. If you fix a mistake, you’ve just proved you can recognize your errors and fix them.


Time. Take your time. The DE will tell you what he or she wants you to do next. You are not being timed. Take your time and set up properly for each maneuver. Make sure you are at a respectable altitude. Perform clearing turns. Trim the aircraft. Get yourself settled. The DE might try to rush you to test you ability to pace yourself. The DE is also allowed to attempt to distract you to see if you can prioritize. You are in control, so take control.

When the time for your checkride comes you should be fully ready and confident in your skills and knowledge. Your instructor should have put you through enough tests and preparation to ensure your success. Remember you’re in full control of the exam. Good luck.

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