Where to start?

captvikki

captvikki

Pre-Flight
Joined
Aug 7, 2008
Messages
57
Location
Sheffield MA & Sebring FL
Display Name
Display name:
captvikki
My check-ride is the week of Oct 6 -10. Today I had 2.5 hours of ground school, and I a overwhelmed (again) with the amount of information that I feel I must know. I have been given the new FAR/AIM and was told to read parts 61 & 91. (Ouch). Any suggestions?:blueplane::blueplane:
 
Looking at your earlier posts, I assume the checkride a PPSEL? If the instructor signed you off there is a good chance you know what you need to already. It is useful to know where you can find information (in the FARAIM, on the charts, in the AFD). My check ride was a bit of an open book test.
 
Don't spend too much time trying to memorize everything. Just get a good idea of where you would look something up. My oral was also somewhat of an open book test. I took the time to use the sticky note tabs to index parts of the FAR/AIM that I thought likely to be questioned on. It worked well when the DPE asked what the required equipment for Day VFR was. I rattled off most of the items from memory, but said there were a few that I was forgeting, but could look it up. He said to look it up, and it was nice to go right to the section via my tab, instead of trying to find it. Besides, the tabs give the impresion that you are organized, and took the time to go through the FARs.

The main thing that you should have down cold (per my CFI) are the airspace regs. The DPE pointed to a place on the chart, and asked what kind of airspace was over that point.

Good luck. I am sure you will do fine. The fact that you are reading Aviation Forums like POA is a sign that you are taking your learning seriously. I know that reading the posts here helped my learn more than just simply book learning.
 
Near the front of the FAR/AIM there is a section that tells you what you need to know for Sport, Private, Instrument, etc. When I took my PP checkride I tabbed all the parts that was for Private Pilot. I am now doing that myself as I near my Instrument checkride.

GOOD LUCK VIKKI!!!!!
 
stagecoachco said:
The main thing that you should have down cold (per my CFI) are the airspace regs. The DPE pointed to a place on the chart, and asked what kind of airspace was over that point.
Click to expand...

I wouldn't sweat the oral, with most DEs it takes a pretty big screwup to fail that. As to memory items, you can select them on the basis of what you would need to know in the cockpit during a flight. Airspace and other chart reading skills (hint: just know how to find and read the legend), radio procedures, airspeed limitations, VFR cloud/visibility limits etc. are what come to mind. Other hot buttons these days are runway incursions (know the markings and signage that sits on the boundary between runways and taxiways as well as the proper readbacks of hold short instructions), TFRs (how to learn about them during preflight and in the air), and if you are anywhere near D.C. the ADIZ stuff.

But no matter what you draw a blank on, ask if you can look it up because the DE's answer will likely be yes. And then you will "get points" if you can find the answer without reading the whole AIM or FARs.

Whatever you do, absolutely do not guess at answers, the examiner is at least as interested in how well you know what you don't know and that you understand that it's more important to know how to get the correct information than to memorize everything.

Most DEs really want to pass their candidates and will even give hints to questions you might struggle with. In many cases all you have to do is ask him/her to clarify the question if you get stuck and they will add additional information that may lead you to the correct answer. That doesn't mean they won't fail you if they think you won't be a safe pilot, just that they generally hate to give out pink slips. Attitude is probably as important as knowledge. I've learned that many experienced DEs will decide in the first few minutes of the oral whether you have the "right stuff" and then just give you the rest of the time to allow you to prove them right or wrong.

Finally for any type of judgement question you will always win by coming up with a conservative (relative to safety) answer. About 20 minutes into the oral on my first checkride (that was PP-ASEL, I've taken seven total checkrides to date) the examiner said that the next question would be the last and everything depended on my answer to it. He gave me a scenario where I would be considering a departure from an airport high in the mountains on day when the ambient temp was around 70 F. I looked up the runway requirements for the C-152 and according to the charts the runway was just long enough for the stated conditions. His question was, would I be able to depart. I then asked him if we were talking about me as a fledgling newly minted pilot with no mountain flying experience and he said yes. So my answer was "No way". This seems rather obvious in hindsight but I can still remember trying to decide if this was like the written test where the "correct" answer isn't necessarily the most conservative, but he was testing my judgement not my chart reading skills. True to his word the oral was over and we moved on to the flying which also was successful.
 
I second Lance's suggestions. Don't sweat this. I have taken two check rides in the past 6 months and both times I was convinced I failed the oral (but I'm just generally convinced I've failed tests) and both times I got my piece of paper at the end labeled "Temporary Airman's Certificate." I'm sure you will do the same.

What I have done, and has worked for me, is read through the oral exam guide. Its not all-inclusive, but it gives you a good idea.

Remember, you are not expected to know everything. This is a license to learn, you are expected to be safe enough that you can go out and better learn what you're doing.
 
The PTS is your best guide. Just go through it and be able to explain each area as listed. Those areas you feel weak on or are not quite sure of the answer, look them up. If you're not sure where, ask your CFI or put even throw a quick post on here. You'll be helped with an answer or a place to find it relatively soon.

As a CFI, I prefer to see my students discover the answer on their own with a bit of guidance at most. They'll tend to remember it better when they see the source than when simply given the short answer. Besides, DPEs don't respond well to the following scenario:

DPE: "Where did you learn this?"

Checkride Candidate: "My CFI told me."

Not to mention, it may result in a conversation between the DPE and CFI on not entirely friendly terms. But, bottom line... if you have to find it and can clearly document it, you'll remember more of it and where you saw it.

Best of luck on the ride!
 
I don't recall if you took the written yet, but for the check ride, like any stage check or that first solo, the key is to first remind yourself: "I've already demonstrated the maneuvers and the knowledge... I know this stuff".

Get that into your head, then just go over your flight exercise book, the FAR chapters mentioned, and maybe take a test written or two to see if you have any gaps.

The only thing that was hard for me about my PP check ride was that I damn near psyched myself out... I was surprised both that it wasn't so tough, and that I was still so nervous. :rolleyes:
 
captvikki said:
My check-ride is the week of Oct 6 -10. Today I had 2.5 hours of ground school, and I a overwhelmed (again) with the amount of information that I feel I must know. I have been given the new FAR/AIM and was told to read parts 61 & 91. (Ouch). Any suggestions?:blueplane::blueplane:
Click to expand...

Don't read ALL of part 61 & 91. For instance, a large portion of part 61 relates to commercial, ATP, and other certificates.

If something doesn't apply to you, don't bother reading the whole reg.

You can also skip:
61.65 through 61.77 except 61.69 (You may get a question as to whether you can tow gliders without further training, for example)
61.96 to 61.101 (Recreational Pilots)
61.121 on up (Commercial pilots, ATP's, CFI's, etc.)

91.167 through 91.193 (IFR)
91.501 on up (jets, fractional ownership, etc.)
 
I can recommend the ASA oral prep guide

I don't know about all DPEs but the one I use most often doesn't really let you look things up. He won't fail you because you don't know everything.

I agree with the advice you've gotten. Having a good grasp of the topics, knowing where to look up the details and never ever trying to BS your way through something you don't know will get you through it.

Joe
 
Last edited:
The ASA FAR/AIM book has a section at the very front with recommended regs/AIM sections to study for each certificate/rating. That's a good start for a pre-check review.
 
Areeda said:
I can recommend the [uarl=http://www.asa2fly.com/Oral-Exam-Guide-Private--P631_product1.aspx]ASA oral prep guide[/url]
Click to expand...

It's not talk like a pirate day any more Joe. ;)

I don't know about all DPEs but the one I use most often doesn't really let you look things up. He won't fail you because you don't know everything.
Click to expand...

I thought they were required to let you look things up that you'd be able to look up in a real situation? For example, required equipment. That's a before-takeoff item, and before takeoff you can pull out the FAR/AIM.
 
flyingcheesehead said:
It's not talk like a pirate day any more Joe. ;)
Click to expand...
Oh OK, I fixed it. I was just starting to get the hang of that pirate stuff.



I thought they were required to let you look things up that you'd be able to look up in a real situation? For example, required equipment. That's a before-takeoff item, and before takeoff you can pull out the FAR/AIM.
Click to expand...
We had a long discussion about this when I sent a couple of private candidates in the same week telling them to remember 91.205 and not to goose any cats or flame any tomatoes.

His response was something like that's good advice but they should have some concept of the required instruments.

They both passed the first time so it's not a matter of getting one thing wrong and you're out. I like to look at it sort of like the written. The examiner covers the topics in the PTS and judges not just what you know but also how well you understand it. I'm not sure where they draw the line, but the goal is to judge your overall understanding of the material.

I've done a few remedial oral preps and there was no doubt in my mind these people deserved to fail their first try.

I've taken a few checkrides myself and have never been burnt by a response like "I don't know but I think it's...." or "I'm not sure but that is in this reference and I have some idea where to look". Rarely have I actually looked anything up. Usually they tell me if I'm wrong and move on.

One thing to keep in mind, that on almost any topic on any checkride the examiner can go into more detail than the candidate. It's a lot more about where you run out of answers than if you run out of answers.

Joe
 
The checkride is covering all the items you already know,..you just don't know it;) After it's over, you'll be surprised how smooth you did. Your CFI only signs off when they know you are ready.

For the Oral, I reviewed the PTS, Charts, and the ASA Oral Prep guide. While I knew the FAR/AIM information alright, I did have to look one item up. I tabbed the beginning of FAR 61 and 91, with one color tab, and specific portions of them with another. Got me to the main items quickly if I needed them.

For the flight portion, RELAX. Do what you were trained and you'll be fine. I was told by another CFI on a checkride prep flight to remember the 3C's

Clear-->Configure-->Conduct

Clear the area, Configure the plane for the requirement (Slow Flight, Steep turn, etc) and Conduct the manouver. Take your time, stay coordinated, and your in good shape.

Best of Luck! Have fun, and learn something!
 
Areeda said:
I can recommend the ASA oral prep guide

I don't know about all DPEs but the one I use most often doesn't really let you look things up. He won't fail you because you don't know everything.

I agree with the advice you've gotten. Having a good grasp of the topics, knowing where to look up the details and never ever trying to BS your way through something you don't know will get you through it.

Joe
Click to expand...

I can 2nd what Joe has suggested, those are good books.

With the oral it is not about having everything memorized. The idea is that you are on the ground and a question comes up, do you have an idea of what the answer is and if not can you find it? I like to tab my FAR/AIMs to help me find stuff. I also will bring the FAA Airplane Flying Handbook and Aeronautical Knowledge book with me.

The oral is a discussion between you and the DPE. It is not a Q&A like the written exam, but you will be asked questions and need to provide answers, it has been my experience that the oral is more of a scenario with issues that pop up that need to be addressed by refering to rules and other knowledge items while also being able to make decisions on the flight or situation that can be backed up with supporting information such as WX, FARs, etc.
 
Ditto all of the above.

The only time "I don't know, but..." becomes a problem on the oral is when it's part of a pattern or trend.

There's no formula for how many "I don't know, but..." you are allowed for every right answer, but -- like pornography -- we all know it when we see it.
 
So with your checkride coming up, are you feeling prepared? :)
 
I don't want to scare you, but when I see a post from a pilot who can't find something "in the regs" it is usually because s/he has limited their exposure to just Parts 61 and 91. You are subject to many other regulations, many of them not even in the FARs. Parts 67 and 43 come immediately to mind, with Part 135 popping up when you try to come up with ways to cut the costs of flying. In the age of Google there is little that is hidden from us.

Bob Gardner
 
A point on memorization...

I try to divide knowledge into that which I will have time to look up and that which I won't. Things like Vy and the immediate actions for an engine fire in flight must be memorized cold -- no questions, instant recall. Things like which instruments must be operational for legal flight or what the nose wheel tire pressure is supposed to be can (unless the Horvidos Indians are closing in with spears and poison dart blowguns, in which case you're going to try to launch no matter what the book says) be looked up -- and should be, even if you think you remember them -- why risk being wrong when you don't have to? Of course, for the look-up items, you'd better know where to look, since an examiner is not going to be positively impressed if it takes you ten minutes to find that tire pressure in the POH/AFM, but as long as you can pull out the right book, open to the right page quickly, and point to the right answer, you'll do fine.
 
Ted DuPuis said:
So with your checkride coming up, are you feeling prepared? :)
Click to expand...

It is Wednesday at 0900! I feel a little more confident. I am flying solo tomorrow, then with my instructor Tuesday. I called the Flight examiner today to ask where we are going and how much he weighs.

Thanks everyone! I will let you know Wednesday how things work out.
:fcross:
 
captvikki said:
It is Wednesday at 0900! I feel a little more confident. I am flying solo tomorrow, then with my instructor Tuesday. I called the Flight examiner today to ask where we are going and how much he weighs.

Thanks everyone! I will let you know Wednesday how things work out.
:fcross:
Click to expand...
Good luck on your check ride Vikki. And, yes, please let us know how it goes. :)
 
OK, now that it's scheduled, here's the full advice...

Captain Levy’s Checkride Advice

1. Relax and enjoy it. Nationwide, about 90% of applicants pass on the first try, so look around and see if you think you’re as good as 9 out of 10 other students. Also, your instructor must maintain a pass rate of at least 80% to get his ticket renewed, so he’s not going to send you up unless he’s pretty darn sure you’ll pass – otherwise, he has to find four other people to pass to make up for you, and that’s not always easy.

2. Go over with your instructor the logbooks of the aircraft you're going to use the day BEFORE the checkride to make sure it's all in order (annual, transponder checks, ELT ops and battery, 100-hour if rented, etc.). If the airplane's paper busts, so do you. Run a sample W&B, too – get the examiner’s weight when you make the appointment. If you weigh 200, and so does the examiner, don’t show up with a C-152 with full tanks and a 350 lb available cabin load – examiners can’t waive max gross weight limits.

3. Relax.

4. Rest up and get a good night's sleep the night before. Don't stay up "cramming."

5. Relax.

6. Read carefully the ENTIRE PTS including all the introductory material. Use the checklist in the front to make sure you take all the stuff you need -- papers and equipment. And the examiner’s fee UP FRONT (too much chance a disgruntled applicant will refuse to pay afterward) in the form demanded by the examiner is a “required document” from a practical, if not FAA, standpoint.

7. Relax.

8. You’re going to make a big mistake somewhere. The examiner knows this will happen, and it doesn’t have to end the ride. What’s important is not whether you make a mistake, but how you deal with it – whether you recover and move on without letting it destroy your flying. Figure out where you are now, how to get to where you want to be, and then do what it takes to get there. That will save your checkride today and your butt later on.

9. Relax.

10. You're going to make some minor mistakes. Correct them yourself in a timely manner "so the outcome of the maneuver is never seriously in doubt" and you'll be OK. If you start to go high on your first steep turn and start a correction as you approach 100 feet high but top out at 110 high while making a smooth correction back to the requested altitude, don't sweat -- nail the next one and you'll pass with "flying colors" (a naval term, actually). If you see the maneuver will exceed parameters and not be smoothly recoverable, tell the examiner and knock it off before you go outside those parameters, and then re-initiate. That shows great sense, if not great skill, and judgement is the most critical item on the checkride.

11. Relax.

12. During the oral, you don’t have to answer from memory anything you’d have time to look up in reality. You never need to memorize and know everything. Categorize material as:

a. Things you must memorize (i.e. emergency procedures, radio calls, airspace, etc).
b. Things you must know or have reasonable understanding of (i.e. interpreting weather codes, non-critical regs).
c. Things you know about but can look up and will have time to look up on the ground.

(Thanks to Mark Bourdeaux for this categorization.) So if the examiner asks you about currency, it’s OK to open the FAR book to 61.56 and 61.57 and explain them to him. But make sure you know where the answer is without reading the whole FAR/AIM cover-to-cover. On the other hand, for stuff you’d have to know RIGHT NOW (e.g., best glide speed for engine failure, etc.), you’d best not stumble or stutter – know that stuff cold. Also, remember that the examiner will use the areas your knowledge test report says you missed as focus points in the oral, so study them extra thoroughly.

13. Relax.

14. Avoid this conversation:
Examiner - Q: Do you have a pencil?
Applicant - A: I have a #2, a mechanical, a red one...
Examiner - Q: Do you have a pencil?
Applicant - A: I also have an assortment of pens, and some highlighters...
Examiner - Q: Do you have a pencil?
Applicant - A: Yes.
Examiner - Thank you.
One of the hardest things to do when you’re nervous and pumped up is to shut up and answer the question. I've watched people talk themselves into a corner by incorrectly answering a question that was never asked, or by adding an incorrect appendix to the correct answer to the question that was. If the examiner wants more, he'll tell you.

15. Relax

16. Some questions are meant simply to test your knowledge, not your skill, even if they sound otherwise. If the examiner asks how far below the cloud deck you are, he is checking to see if you know the answer is “at least 500 feet,” not how good your depth perception is. He can’t tell any better than you can, and the only way to be sure is to climb up and see when you hit the bases, which for sure he won’t let you do.

17. Relax

18. Remember the first rule of Italian driving: "What's behind me is not important." Don't worry about how you did the last maneuver or question. If you didn't do it well enough, the examiner must notify you and terminate the checkride. If you are on the next one, forget the last one because it was good enough to pass. Focus on doing that next maneuver or answering the next question the best you can, because while it can still determine whether you pass or fail, the last one can’t anymore. If you get back to the office and he hasn't said you failed, smile to your friends as you walk in because you just passed.

19. Relax and enjoy your new license.


Ron Levy, ATP, CFI, Veteran of 11 license/rating checkrides, including 4 with FAA inspectors
 
As with any well written check list, I see a lot of redundancy in that one. :)

Getting ready for the II ride, I was not talking much at all at the "instructional level." I feared that was going to be a problem for me since, how else would he know I could teach it if I wasn't... teaching it by describing and talking through procedures? Along comes the check ride and it seems like I never shut up. Things work out if ya just relax and do what you need to do. It's your airplane as PIC. Make it yours and do the job required.

Vikki, Best of luck to ya. Actually, you don't need any luck... just be... relaxed. :)
 
Last edited by a moderator:
Here's a question for you checkride experts. I have been told (not by a reliable authority) that, if during a maneuver, if I see that I will bust a parameter, I may discontinue that particular exercise and try again. Only if the examiner didn't point out the flaw. True?
 
AWACSEng said:
Here's a question for you checkride experts. I have been told (not by a reliable authority) that, if during a maneuver, if I see that I will bust a parameter, I may discontinue that particular exercise and try again. Only if the examiner didn't point out the flaw. True?
Click to expand...
I've been told that by a DPE; during my CFI ride, no less.

If I completed a maneuver, the task was done and I was graded accordingly. If I discontinued during the maneuver and recovered to S&L flight or went around during a landing maneuver, I could take a second chance. But, he made it clear that was intended for pretty much just a second chance; not repeated attempts until I got it right. Fortunately, I got every one on the first try.
 
Ron Levy said:
OK, now that it's scheduled, here's the full advice...

Captain Levy’s Checkride Advice

1. Relax and enjoy it. Nationwide, about 90% of applicants pass on the first try, so look around and see if you think you’re as good as 9 out of 10 other students. Also, your instructor must maintain a pass rate of at least 80% to get his ticket renewed, so he’s not going to send you up unless he’s pretty darn sure you’ll pass – otherwise, he has to find four other people to pass to make up for you, and that’s not always easy.

2. Go over with your instructor the logbooks of the aircraft you're going to use the day BEFORE the checkride to make sure it's all in order (annual, transponder checks, ELT ops and battery, 100-hour if rented, etc.). If the airplane's paper busts, so do you. Run a sample W&B, too – get the examiner’s weight when you make the appointment. If you weigh 200, and so does the examiner, don’t show up with a C-152 with full tanks and a 350 lb available cabin load – examiners can’t waive max gross weight limits.

3. Relax.

4. Rest up and get a good night's sleep the night before. Don't stay up "cramming."

5. Relax.

6. Read carefully the ENTIRE PTS including all the introductory material. Use the checklist in the front to make sure you take all the stuff you need -- papers and equipment. And the examiner’s fee UP FRONT (too much chance a disgruntled applicant will refuse to pay afterward) in the form demanded by the examiner is a “required document” from a practical, if not FAA, standpoint.

7. Relax.

8. You’re going to make a big mistake somewhere. The examiner knows this will happen, and it doesn’t have to end the ride. What’s important is not whether you make a mistake, but how you deal with it – whether you recover and move on without letting it destroy your flying. Figure out where you are now, how to get to where you want to be, and then do what it takes to get there. That will save your checkride today and your butt later on.

9. Relax.

10. You're going to make some minor mistakes. Correct them yourself in a timely manner "so the outcome of the maneuver is never seriously in doubt" and you'll be OK. If you start to go high on your first steep turn and start a correction as you approach 100 feet high but top out at 110 high while making a smooth correction back to the requested altitude, don't sweat -- nail the next one and you'll pass with "flying colors" (a naval term, actually). If you see the maneuver will exceed parameters and not be smoothly recoverable, tell the examiner and knock it off before you go outside those parameters, and then re-initiate. That shows great sense, if not great skill, and judgement is the most critical item on the checkride.

11. Relax.

12. During the oral, you don’t have to answer from memory anything you’d have time to look up in reality. You never need to memorize and know everything. Categorize material as:

a. Things you must memorize (i.e. emergency procedures, radio calls, airspace, etc).
b. Things you must know or have reasonable understanding of (i.e. interpreting weather codes, non-critical regs).
c. Things you know about but can look up and will have time to look up on the ground.

(Thanks to Mark Bourdeaux for this categorization.) So if the examiner asks you about currency, it’s OK to open the FAR book to 61.56 and 61.57 and explain them to him. But make sure you know where the answer is without reading the whole FAR/AIM cover-to-cover. On the other hand, for stuff you’d have to know RIGHT NOW (e.g., best glide speed for engine failure, etc.), you’d best not stumble or stutter – know that stuff cold. Also, remember that the examiner will use the areas your knowledge test report says you missed as focus points in the oral, so study them extra thoroughly.

13. Relax.

14. Avoid this conversation:
Examiner - Q: Do you have a pencil?
Applicant - A: I have a #2, a mechanical, a red one...
Examiner - Q: Do you have a pencil?
Applicant - A: I also have an assortment of pens, and some highlighters...
Examiner - Q: Do you have a pencil?
Applicant - A: Yes.
Examiner - Thank you.
One of the hardest things to do when you’re nervous and pumped up is to shut up and answer the question. I've watched people talk themselves into a corner by incorrectly answering a question that was never asked, or by adding an incorrect appendix to the correct answer to the question that was. If the examiner wants more, he'll tell you.

15. Relax

16. Some questions are meant simply to test your knowledge, not your skill, even if they sound otherwise. If the examiner asks how far below the cloud deck you are, he is checking to see if you know the answer is “at least 500 feet,” not how good your depth perception is. He can’t tell any better than you can, and the only way to be sure is to climb up and see when you hit the bases, which for sure he won’t let you do.

17. Relax

18. Remember the first rule of Italian driving: "What's behind me is not important." Don't worry about how you did the last maneuver or question. If you didn't do it well enough, the examiner must notify you and terminate the checkride. If you are on the next one, forget the last one because it was good enough to pass. Focus on doing that next maneuver or answering the next question the best you can, because while it can still determine whether you pass or fail, the last one can’t anymore. If you get back to the office and he hasn't said you failed, smile to your friends as you walk in because you just passed.

19. Relax and enjoy your new license.


Ron Levy, ATP, CFI, Veteran of 11 license/rating checkrides, including 4 with FAA inspectors
Click to expand...


After just passing mine (PP-ASEL) two weeks ago, first time around, this info is spot on. It went much easier than I thought it would, but I'm from the school that being over-prepared is better than under.

Here's what I think is important to know (without having to look up when asked);
1. Emer. procedures incl. understanding the inst. systems and what to do when one fails.
2. Lost procedures
3. AIRSPACE
4. Chart reading (know where to find what you don't recognize)
5. Understand High/Low pressure charateristics
6. Airspeeds, Vspeeds, 3 axis
7. Density alt. & it's affects
8. Aero-medical signs/symptoms and resolutions
9. VFR min. equip. day & night
10. Mand. docs to have when you go flying
11. AIRMETS, SIGMETS, CONV. SIGMETS

The flying part;
1. Be safe, always clear for traffic
2. Talk out loud what you're doing and thinking
3. Relax
4. Breath
5. Maintain positive control of the plane - don't scare the examiner
6. It is straight out of the PTS. Know it and bring it with you.

Most of the rest, you can look up if you need to.

The final item of my practical was soft-field landing - my biggest weakness. On base, the tower called and said watch for straight in traffic for the parallel runway to the right. As I turned final, we seemed ver close, like wing-tip to wing-tip. I had turned early on final and edged my way over to line up. I told the DPE what I was doing. I set up well and then promptly dropped it on the runway. It wasn't too terribly bad, but probably enough to get stuck in mud. I thought, that's it, I failed. I asked if I could try it again. She said no, I didn't need to. She said she saw that I was set up well, and probably just wanted to get down quick because of the parallel traffic. She was right. I told her that I had never flown formation before. I passed.

You've probably heard all of this before, but I hope it helps. You'll do great. Good Luck! :D
 
AWACSEng said:
Here's a question for you checkride experts. I have been told (not by a reliable authority) that, if during a maneuver, if I see that I will bust a parameter, I may discontinue that particular exercise and try again. Only if the examiner didn't point out the flaw. True?
Click to expand...
Pretty much so, as long as you don't scare the examiner before you call "knock it off," and you don't need six tries to get it right.
 
Congratulations.:cheerswine: But we all knew you'd pass:yes:
 
You must log in or register to reply here.
Back
Top