In Part 1 of our How to Pass the Checkride series, we examined some of the various paperwork and qualification issues that can prevent your checkride from starting. Now let’s look at some of the common causes for a disapproval during the ground portion of the test.

1. Topics

Your private and commercial pilot test will cover many of the same topics: pilot qualifications, airplane systems, airworthiness, airspace, weather, performance and limitations, and cross-country planning. Instrument rating applicants will focus more on the Instrument Flight Rules (IFR) environment. If you are testing for your initial flight instructor certificate, prepare for every topic you have covered before plus the fundamentals of instructing.

For each task in the ACS/PTS, there are common errors that could result in a disapproval. However, some topics more commonly trip folks up than other topics.

For private and commercial applicants, airworthiness, airplane systems, and performance and limitations, and airspace are the most common culprits. Most of these topics concern the airplane you brought for the practical test. You must thoroughly understand the airplane you are flying. Not all Cessna 172s are created equally: The Cessna 172N and Cessna 172S have different engines, fuel systems, flap settings, V speeds, and performance. Even the seat belts are different! Avionics can also vary greatly among airplanes. If you begin describing how the fuel injection works and your airplane is carbureted, you are about to have a short day.

2. Weight and Balance

Weight and balance and performance charts are also a problem for many applicants. Do you know how to calculate pressure altitude? How about interpolation? Did you plan your cruise performance and cruising pressure altitude but not field elevation? Did you use the most current weight and balance data for your plane? I promise you that your DPE will catch this.

3. Airworthiness

I cringe when I see an applicant open the maintenance logs for what appears to be the very first time! You will be required to prove the airplane you are flying is airworthy (current inspections, documents, etc.). Even though the DPE qualified the airplane before the test started, it is your responsibility during the test to demonstrate you can locate all required inspections and documents.

Understanding the difference between a 100 hour and annual inspection and when the 100 hour is required is probably the most missed question on all tests I conduct. The 100 hour is required when conducting passenger-carrying or flight instruction for hire. Receiving instruction in your personal Piper Archer? No 100 hour required. Are you a private pilot strictly renting an airplane (no instructor)? No 100 hour required. Are you a commercial pilot hired to fly a company plane carrying executives to meetings? No 100 hour required. An FAA legal interpretation dated October 2014 explains several scenarios involving inspections.

4. Airspace

Alphabet soup anyone? The National Airspace System (NAS) consists of six classes A-G (no F) and several additional special use airspaces. You must understand entry requirements, weather minimums, and charting symbology to fly safely in the NAS. Explaining class E and G airspace is difficult for many people, but those are the two airspaces in which you are most likely to fly. Where class G ends and class E begins is easily found on the legend of your sectional chart. If you are using an EFB, you should know how to access the legend. The DPE will not help.

On Jan. 1, 2020, ADS-B Out became a requirement when operating anywhere mode C is required. More than a year later, applicants still struggle to understand this requirement. How about the little magenta diamond on the sectional chart that may have “stadium” or “speedway” printed beside it? While it may make a great visual reference (the most common answer I receive), this is not the answer the DPE wants to hear. Check that legend!

5. IFR Topics

Instrument applicants should study the IFR enroute chart and Terminal Instrument Procedures (TERPS), commonly called approach plates. Can you explain alternate minimums? How about takeoff minimums/obstacle departure procedures? Do you know where to find them in your EFB? If you are flying your approach at 90 knots with a 10-knot headwind and the glideslope is 3.2 degrees, what vertical speed is required to maintain the glideslope? If your head is spinning after that one, it should not be. Look at this required skill element from the Instrument ACS:

IR.VI.B.S11-Establish a predetermined rate of descent at the point where vertical guidance begins, which approximates that required for the airplane to follow the vertical guidance.

If you have never done this, ask your CFI how.

6. CFI Topics

Are you preparing for your CFI initial test? Daunted by the sheer volume of material that is eligible for testing? Fear not! Do not view the initial CFI test as a test in rote memorization. DPEs want (crave!) for you to be a good instructor. A good instructor does not walk into the classroom to teach without a lesson plan. The most successful CFI applicants arrive well-prepared with lesson plans developed for each task. They also take control, acting as a real CFI for the day.

One thing I ask of applicants is not to read to me. I know how to read. Showing me your text-heavy PowerPoint presentation on flight controls and simply reading from the Airplane Flying Handbook is not demonstrating instructional knowledge. You should be able to explain all the task elements in a manner that the average student can understand. Practice teaching your lessons to a willing test subject before meeting the DPE (and buy your test subject dinner in exchange for their time). Try explaining moment (from weight and balance) to a 10-year-old.

You should encounter no surprises during the ground portion of your practical test if you have carefully reviewed the ACS/PTS for the test you are taking. This does not mean you will know the DPE’s questions beforehand. DPEs tailor each exam to the applicant based upon their knowledge test results and change our scenarios to ensure we continue to have valid tests. One of the best compliments I ever received as a DPE was from a large school stating their graduates and instructors were unable to create a gouge because each of my tests was different.

You should look at your practical test as a way to ensure you are truly safe, proficient, and prepared to begin flying your friends and family. Memorizing answers to get through a checkride is not doing anyone any favors.

Next week we will wrap up our series by looking at common errors found during the flight portion of the practical test.

As a child, Chris Whittle knew he would fly someday. After he completed his first solo at age 16, Chris' flying career has quite literally taken off. In his nearly 20 years of training countless students, he is among the most respected flight instructors in North Carolina. The Alamance County native and East Carolina University graduate has amassed more than 12,000 hours of flight time and has been identified by the FAA as a Designated Pilot Examiner. He has administered more than 1,500 checkrides since becoming a DPE. Learn more about Chris and the rest of the Elon Aviation staff at www.elonaviation.com.