Private Pilot Checkride Practical Test Standards (PTS)
Hopefully you have already read our “General Tips” section. Here we will focus on the specific required elements of the private pilot checkride. We will focus on the single engine land (SEL) operations, because the majority of checkrides fall into this category.

AREAS OF OPERATION:
I. PREFLIGHT PREPARATION
A. Certificates and Documents
This is easy. The regulations clearly state which documents you need and which documents are required for the aircraft. Remember, the DE might not only ask you about these certificates and documents but might also want to see them in person. Also be ready to explain limitations and privileges of a private pilot.
B. Airworthiness Requirements
Explain what happens if something breaks on the aircraft, can you still fly? Can you prove how and when the 100 hour and/or annual inspections were done. Are you familiar with the aircraft maintenance logs. Remember, you’ve already taken the written knowledge test, this is the practical test. Knowledge is important but do you that the practical skills to back it up.
C. Weather Information
Bring a printed out copy of “official” weather (Fltplan.com, Duats.com etc.). You should fully understand everything you print out. Here’s where you can really show that you’re ready to be a private pilot. Make a competent and firm go/no go decision and back it up with the weather facts. If you make a go decision then back it up with a “Plan B” just incase the weather goes bad.
D. Cross-Country Flight Planning
The DE should have given you a cross-county route to plan. Come to the checkride with the planning fully done. You will be required to divert at some point along the route. Look at all the nearby airports and familiarize yourself with them.

E. National Airspace System
Get a sectional. Be able to explain every piece of airspace on it and the limitations and requirements of that airspace.
F. Performance and Limitations
There’s that section in the POH with all the charts and numbers. Know it. You most likely will be required to produce numbers for landing and takeoff performance. You should be able to work the numbers quickly and accurately.
J. Aeromedical Factors
There’s a section in the AIM on this topic.

II. PREFLIGHT PROCEDURES
A. Preflight Inspection
The DE might watch you perform the preflight or they might ask you a few questions afterward. You are taking a test to be PIC, you should know what each part of the airplane does, you should not know how many rivets hold it together. Use the preflight checklist.
B. Cockpit Management
Get organized, however don’t clutter the aircraft up with hundreds of pilot nic-nacs from Sporty’s Pilot Shop. The only items you should have are those items that you “need”. Remember to give the DE a full safety briefing.
C. Engine Starting
The title says it all. Remember to use the checklist and don’t rush.
D. Taxiing
Taxi no faster then a brisk walk. That may seem slow, but it’s safe. It also gives the DE time to take a quick nap.
F. Before Takeoff Check
Use the checklist. Know why you are doing each item. Don’t rush. We realize the hobbs is ticking, however the checkride is the worst time to rush.

III. AIRPORT AND SEAPLANE BASE OPERATIONS
A. Radio Communications and ATC Light Signals
No big surprise here. You need to be able to communicate.
B. Traffic Patterns
Here is the first in-flight maneuver that has tolerances, +/- 100 feet. As we pointed out before, you will not fail if you exceed these tolerances. However, you do need to correct quickly and appropriately if you stray away from your altitude, airspeed or headings. Better yet, verbalize aloud that you are off altitude and what you are doing to correct. The DE knows exactly what you and the plane are doing. What the DE is unsure of, is, if you know what you’re doing.
C. Airport/Seaplane Base, Runway, and Taxiway Signs, Markings and Lighting
Again, the AIM has a good section on this topic. Know it.


IV. TAKEOFFS, LANDINGS, AND GO-AROUNDS
A. Normal and Crosswind Takeoff and Climb
We hope your CFI has taught you to takeoff. There should be no big mystery here.
B. Normal and Crosswind Approach and Landing
The landing must be within 400 feet of a given point. Don’t force the airplane onto the ground just to comply with this. Remember to aim about 100 to 200 feet before your desired touchdown point and the landing should work out.
C. Soft-Field Takeoff and Climb
No brakes. Hold the yoke back. Accelerate in ground effect.
D. Soft-Field Approach and Landing
No brakes. Hold the yoke back to protect the nose gear.
E. Short-Field Takeoff and Maximum Performance Climb
Climb out at Vx not Vy. Don’t stall.
F. Short-Field Approach and Landing
Touch down with in 200 feet of a given point. Airspeed should be right on. If you’re even a little fast you’ll miss the 200 foot point.
K. Forward Slip to a Landing
Some aircraft limit slips based on flap settings. Know if your plane is one of them.
L. Go-Around/Rejected Landing
Fly the plane. Positive rate of climb. Right rudder.

V. PERFORMANCE MANEUVER
A. Steep Turns
Many limits here. Altitude, airspeed, bank angle and heading. You’ll most likely mess-up one of them. Correct for it quickly, but make sure not to over correct. Don’t worry about what the DE is thinking, we guarantee they have seen worse.

VI. GROUND REFERENCE MANEUVERS
A. Rectangular Course
Don’t think of this as a rectangular course. Think of it as a traffic pattern around something other than an airport. In fact most DEs will count the traffic pattern as the required rectangular course.
B. S-Turns
One aspect of ground maneuvers that often causes problems for pilots is setting up the maneuver. Make sure to configure the aircraft. Have the power set and the plane trimmed correctly. Clear the area with clearing turns. Often the DE will tell the applicant to go from one maneuver right into the next. You are PIC. Take the time to get yourself and the aircraft setup. There are no time requirements anywhere in the PTS.
C. Turns Around a Point
Don’t fixate on the point. Look at the winds aloft forecast for that day and you should know right where the wind will be coming from. Keep an eye out for other traffic.

VII. NAVIGATION
A. Pilotage and Dead Reckoning
Can you get from point A to point B? You can use the navigation systems on the airplane, GPS, VOR, ADF as well as your flight log and stop watch. Remember to look outside. If you start to over rely on any of the means of navigation too much the DE will most likely prevent you from using it anymore. If you fixate on the GPS it will be turned off. A big part of CRM is using all available resources together.
B. Navigation Systems and Radar Services
The examiner can ask you to demonstrate and use any navigation equipment on the aircraft. If you’re using a VOR remember to tune and identify.
C. Diversion
You might end up at a brand new airport. Make sure you have a way to quickly familiarize yourself with the airport, GPS database, AFD etc. Watch out for airports with non standard traffic patterns.
D. Lost Procedures
Circle, climb and communicate. It’s that easy.

VIII. SLOW FLIGHT AND STALLS
A. Maneuvering During Slow Flight
Make sure you are at a minimum 1,500’ AGL. Trim the aircraft for slow flight. A properly trimmed airplane can be flown in slow flight all day long with little or no effort. Make sure to talk yourself through the maneuver. That way if you do get slightly outside the published tolerances the DE at least knows your knowledge is correct.
B. Power-Off Stalls
The PTS requires the entire procedure to be completed above 1,500’ AGL, that is your responsibility not the DE’s. Both of the stall sequences should be easy as long as you follow the correct procedure for recovering from a stall. Remember the reason you’re doing this is to prove that you can recover from a stall.
C. Power-On Stalls
See above.
D. Spin Awareness
You are not required to spin the airplane. However you might be required in-flight to demonstrate to the DE what procedures you would use to get out of a spin.

IX. BASIC INSTRUMENT MANEUVERS
A. Straight-and-Level Flight
These maneuvers must be performed solely by reference to the instruments. You will be wearing foggles or a hood. Our one tip here - keep your scan going, scan scan scan.
B. Constant Airspeed Climbs
Remember to trim the airplane to decrease your workload.
C. Constant Airspeed Descents
See above.
D. Turns to Headings
Don’t fixate on the heading indicator. Airspeed, altitude and bank angle are just as important.
E. Recovery from Unusual Flight Attitudes
Nose high, add power and level the wings and lower the nose all at the same time.. Nose low, reduce power, level the wings first and then pull out of the dive.
F. Radio Communications, Navigation Systems/Facilities, and Radar Services
This section is somewhat vague. You should be able to get a vector or track to a VOR or GPS waypoint while under the hood or foggles. The DE might just give you a heading or two to turn to.

X. EMERGENCY OPERATIONS
A. Emergency Approach and Landing (Simulated)
At some point the DE will pull the throttle all the way out to simulate an engine failure. It’s your job to pick a place to land, start in that direction, run the appropriate checklists and make a simulated emergency radio call. This procedure can include an actual landing. Often times the DE will “fail” your engine near an airport. Remember this is a real simulated emergency. You can deviate from the regulations. It’s up to you. Remember to fly the airplane but also to complete the checklist items.
B. Systems and Equipment Malfunctions
The DE can fail anything they like. Your first job is to fly the airplane, then to deal with the problem. Many people have been killed by pilots who “freak out” when a door pops open. Even if both wings fall off, your job is to fly the airplane.
C. Emergency Equipment and Survival Gear
Know what it is and know how to use it.

XI. NIGHT OPERATION
A. Night Preparation
Your checkride will not be at night, but you should be prepared to describe night flying procedures. Including pilot night landing requirements and night illusions.

XII. POSTFLIGHT PROCEDURES
A. After Landing, Parking and Securing
Checkride is done. You still have to safety get from the runway to the ramp, shut down the plane and tie it down. If you passed, you’ll probably know. If you failed, you’ll probably know. Do not argue with the DE, instead, if you failed ask them what you can do to fix the problem. Be respectful and polite. Aviation is a very small community.

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