Advice for check rides

[AlphaPilotFlyer]

I’ve been working with some pilots prepping for, or retaking, rides. I have been seeing a reoccurring and consistent issue with how questions are being answered and; not so much book knowledge but a correlation level of understanding the question. I posted something similar a month or so ago, but seeing some post in pilot training thought might adding this may help someone prepping.

First off, remember your written exam is mostly rote memorization and deals with one concept at a time. The check ride oral is a scenario based test which test your level of understanding of different topics and how they can relate. DPE knows you have the academic knowledge from the written results, now to see if you understand it in practical terms.

Example would be a simple question as when does the airport beacon turn on? As opposed to a set up as, you are performing your preflight inspection for this check ride this morning and notice the green -white beacon is on….

Same knowledge, but for many this may be the first time it’s asked in scenario form, and too many start overthinking or figure it’s a trick question. So, advice here is when prepping for rides, use such scenarios instead of Q&A. Instead of asking what factors affect takeoff distance? Ask your student or study buddy where you could find all the factors needed to most accurately calculate it …. such as needing temp, winds (e6b to calculate HWC) and pressure from observation (ATIS, awos, METAR, and how to access it), maybe runway slope from airport diagram, is there an obstacle, ECT.., so the simple question now requires you figuring out what is needed to answer it and where to get the info. …just not the canned answer you have been conditioned to respond.

it seems like simple stuff, but in the hot seat it’s not. Prep for the check ride scenario, not the rote memorization of the written.

Secondly, work on short articulate answers. Don’t babble on showing your abyss of knowledge (you will dig yourself a hole), or try to circumvent the core question trying to work around it. There are no trick questions, so don’t read anything into it. If you don’t have a clue, say you don’t understand the question and having asked another way may prompt your memory as you likely have answered it correctly many times in training and prep.

If asked how a generator works on your plane, don’t answer like you have an electrical engineering degree or invented it…..keep is pilot simple…something like, .it converts engine mechanical energy to electrical energy to charge the batteries and power systems connected to the bus. . PERIOD. If DPE wants more, he/she will ask, but they likely won’t. Prep for answering in such short articulate responses. Know the POH systems description section level of understanding.

Instead of being asked how carb heat works, You may likely be asked how do you test the carb heat; then followed up why does RPM drop? Short answer as because warmer air is less dense so there is less (potential) energy entering the cylinders. Don’t get into stoichiometric or lambda metrics! Keep it simple and articulate. Less is better. Any follow up questions will be simpler and more manageable, such as where does it get the heat from and/or what danger is related? This will be more like the easier Q&A format you learned with.

Predict possible questions, work on such short answers.

So, study for the scenarios, not the written. Hope this is helpful.

 

[jsstevens]

And I’ll add, in a more succinct form: once you answer the question, shut up.

Example: do you have a pencil?

Bad: Yes, I have a number two mechanical pencil but sometimes I use a regular pencil and sometimes a pen ….

Good: Yes.

 

[MauleSkinner]

And I’ll add, in a more succinct form: once you answer the question, shut up.

Example: do you have a pencil?

Bad: Yes, I have a number two mechanical pencil but sometimes I use a regular pencil and sometimes a pen ….

Good: Yes.

HA! You said “number two!”

 

[SixPapaCharlie]

But what if babbling on and on is my defense mechanism against not having the knowledge required? How am I going to play action fake the DPE so I can sneak around his knowledge detection?

I've taken 12 check rides, and I think it's a solid skill to have in the tool bag.

 

[jsstevens]

Yo

But what if babbling on and on is my defense mechanism against not having the knowledge required? How am I going to play action fake the DPE so I can sneak around his knowledge detection?

I've taken 12 check rides, and I think it's a solid skill to have in the tool bag.

You may be unique.

 

[Clip4]

But what if babbling on and on is my defense mechanism against not having the knowledge required? How am I going to play action fake the DPE so I can sneak around his knowledge detection?

I've taken 12 check rides, and I think it's a solid skill to have in the tool bag.

I have heard of 8 hour oral portions of a checkride, now I know who. LOL.

 

[Racerx]

My problem was I completely spaced on the rote memorization items.

What are the 4 types of hypoxia?

 

[MauleSkinner]

I have heard of 8 hour oral portions of a checkride, now I know who. LOL.

That’s generally how they happen. I tend to terminate orals less than halfway through if they look like they’ll get that long.

 

[Ryan F.]

Simple, short, to the point answers, please. Don't overthink them or editorialize.

 

[Zeldman]

So, study for the scenarios, not the written. Hope this is helpful.

And don't forget your pants...

On my multi-commercial checkride, the examiner was really digging in me on single engine operations on the mighty Piper Seminole.

He was digging into me with ''what would you do if'' type questions.

I knew I had passed the oral when he finally he stumped me. I couldn't answer the question, so I replied, "well, at this point I would call my cousin Roy."

"What would you call cousin Roy for.??"

"Because he ain't never seen a plane crash like the one we are going to have..."

He laughed and said, "meet me after lunch and we will go fly".

A little humor never hurts.

 

[MauleSkinner]

And don't forget your pants...

I used to know a guy who had a prosthetic arm, and had to take a checkride with a fed to get his waiver. He said they were all strapped into the airplane when he realized he had left his arm in the car. “I guess my mom was right. She always said I’d forget my head if it wasn’t attached.”

 

[Fred060901]

Simple, short, to the point answers, please. Don't overthink them or editorialize.

Hi Ryan Im new to this platform so Im probably doing this wrong. I understand you have a twinky with an altimatic 3 autopilot as I do. I was reading one of your old posts and have been trying to figure out how to direct massage you. Possibly you could direct message me. Anyone else can chime in please also. My PA30 has the altimatic 3 which still works great. I'm updating the GPS from an old Garmin 155 to a 175, with a AV30
and a GPSS box. (should say my mechanic is). But now realizing I might be better jumping to a G5. So I had a couple quick questions

 

[AlphaPilotFlyer]

I wanted to add some additional check ride advice to my OP here, and just overall observations for all, especially during contemporary times when air traffic is congestion is to the point that runway incursions, mid air collisions and near misses seem to be more of a reoccurring factor…. This is becoming a FAA hot topic and I have been seeing this topic more than touched on in recent FAA rides for all levels that I have worked with lately. FAA check ride topics often incorporate current concerns, mostly for good reason.

I have been helping a few pilots of all levels and am seeing a trend of pilots relying on their iPad and moving map way too much, and not being reached basic pilot procedures. Don’t forget the basics. Remember, unless in hard IMC, pic is responsible for traffic regardless if radar contact or not. I see too many pilots simply turning or performing a rolling takeoff without making even an effort to look if the path is clear. Call out load and clear, “clear left” or “runway clear” on final, not only for the check ride but for common sense….dont rely on TCAS or ADSB traffic on your iPad or panel as there are a lot of reasons it may not be depicted. Remember, ATC errors account for about 1/3 of runway incursions, so as Ronald Regan said, trust yet verify.

I fly the most advance wide body internationally and often with 3 copilots …. With all the advance bells whistles avionics and with well over 100 years of flying experience between us….. we perform such basic private pilot/UPT procedures as the last slice of Swiss cheese layer to trap ours or others errors. Example, we had a 737 land at an airport with very close parrelel runways with instructions to exit and hold short of parrel runway being used for takeoffs….he was shortly then told to cross the runway and FO acknowledged. Before moving the Capt looked down the runway and noticed a plane with lights on at threshold on a long runway ….knowing procedure is not to turn on landing lights until rolling he stayed put until that aircraft went by. ATC made a mistake or expected the 737 to keep rolling after exit for whatever reason. It was this private pilot fundamental that proved better than all the tech.

On your check ride, and all your flights regardless of your experience or ratings, don’t forget the basics. Here’s some call outs (even if single pilot)
For takeoff: “this is runway 18L, runway is clear (confirm signage or runway # paint) , identify the runway each time, be sure its where you want to be… especially at multiple runway airports)…..before taking the runway for takeoffs, “this is runway 18L, approach end is clear (before crossing hold short line)….”runway is clear” (before rolling). AND ACTUALLY MOVE YOUR HEAD TO LOOK! Let the DPE see you are actually doing it! I see too many new pilots say CLEAR but never really look as they are pushing buttons and relying on screens as if it’s just a verbal recital.

Add this last slice of Swiss cheese to your barriers to error. On a visual approach, make it a point to confirm you are lining up for correct runway, look at the RW# paint or airport configuration, too many planes lining up with wrong runway lately. Brief multiple runways as a threat and how you are going to mitigate it…maybe tune in the localizer freq even if VFR. If no vasi, pre brief what altitude to be on glide slope at 10 , 5 and 1 mile final using simple 3 degree math and TDZE or elevation. This additional slice will help avoid being too high or low and unstable approach as most pilots, myself included, find it hard to figure out if on descent path until below 500 ft.

I recently flew with a comm pilot applicant to get him prep’d for his ride. Real smart guy and knew everything needed and flew a smooth bird. But he did none of this type of basic airmanship and rarely looked outside and said nothing when clearing turns….it was simply a verbal exercise. At one point on taxi out, He continued on parallel taxiway with another bird exiting adjacent RW high speed exit just because he had a ground clearance with any hold instructions…..both planes were slow enough to avoid a runway excursion issue but it should have never been an issue in first place as exiting plane had right of way and he should have stopped regardless of his clearance to taxi without restriction.

Understand even the ground taxi is a fluid environment and tower is on different frequency, the exiting aircraft pilot is focused on slowing and exiting the right spot and other stuff…. Big picture stuff. I told him all maneuvers looked great but I was hesitant to sign him off a commercial pilot ride due to such fundamentals . He said this stuff was never emphasized in training.

New pilots are being trained by new CFIs that come from a tech savoy generation. Modern avionics are amazing and mitigate a lot of threats, but BE A PILOT…. Trust yet verify. Use verbal callouts to show the DPE you got this and remind you to do it when solo. You are the last slice of Swiss cheese.

Just realized some may not be familiar with Swiss cheese barrier model ….its common in engineering and flying world and worth looking up as you will see it again. Essentially, picture a time line with ERROR on one side, and ACCIDENT on opposite side. If there are no barriers between your error and accident to catch the mistake, you crash. Now put a few layers of Swiss cheese in the middle, each representing a possible method of realizing your mistake…..so if your error was forgetting to extend landing gear, the first slice of cheese my be the warning horn installed system, the second being the red light system of faulty nose wheel land, and third your wondering why the plane is not slowing as normal from your own experience….. because each slice has holes and some holes line up making a clear patch to CRASH, some errors make it through….but if the pilot adds a final slice with a simple GUMpS check or a personal routine short final “gear down, flaps down” self call out, he adds another barrier that the holes are less likely to line up and the ERROR is blocked….the more layers the better your chances of catching errors.many layers are technology/systems such as warning as horns or red lights, others are procedures as checklist (which are all to often not completed for common reasons), or training from a steadfast CFI harping on the short final call out regardless…some are pilot experience such as this pilot realizing something feels different as with plane not slowing as normal.

Apologize for long post but with so many pilots here working their way up the certification totem pole, and many others I see busting rides or phase checks for simple ACS/PTS requirements, I felt digging a bit deeper to show why the fundamentals still matter. So, if prepping for your ride, read OP as well, it may help you avoid such pitfalls.

 

[M20K]

My problem was I completely spaced on the rote memorization items.

What are the 4 types of hypoxia?

Why would you consider that a rote memorization item. The simple answer for that would be "to make sure I don't mis-speak, let me look it up. There is a LOT of information related to flying, if you have eidetic memory and can recite every FAR, the full AIM, your POH and all sorts of other verbatim, great. Most of us look things up and a DPE will be fine with that.

Now if you were asked what are SIGNS of hypoxia, what are the V speeds for the plane you're flying on the Check Ride, what do you need to fly into a Class B Airport, etc., etc. Those type of things you need to know.