The very first maneuver I forgot to do clearing turns. I immediately realized it and told the examiner. We went through the whole checkride with me thinking I had busted it. I was so upset. When we landed and were exiting the plane, he said congratulations and shook my hand. He said that because I immediately spoke up, he was ok with forgetting the turns. I cried. I will never forget that moment. Been 45 years.
Similar shit happened to me on mine, I did some unfavorable maneuvers outside of ACS tolerances and never did a short field landing. I could’ve sworn I was going to get asked to come back but I got the signature
I'm doing mine in 2 says and I saw something about being able to recognise mistakes when you do make them... being adaptable and safe, not just blatantly skipping over things.
"Let the DPE do the talking" This!! I took and passed my PPL checkride back in February. I made a few mistakes during the flight portion but I kept telling myself "STFU and fly the airplane...you haven't failed until the DPE says you have failed." Peace.
On PPL checkride the examiner over a rarely used airfield shutoff the fuel. I turned it back on. Second time he reached for fuel shutoff, I slapped his hand. I passed.
Lol awesome. My dad knew a guy who was doing an atp ride I think in a twin engine. The examiner yanked the throttle back right at V1 and the applicant said, "your controls." He got a free ride. Lol
My instructor was having me fly a pattern, fence, railroad track and a road. I was doing good until he reached over and closed the throttle and said "you lost your engine, now where are you going to land "? Always be aware of that situation no matter if you're alone or with a friend.
Did my PPL check ride in 2001 and remember it vividly. Carol Joye was my FAA Flight Examiner. He was awesome and made me feel very relaxed. When I fumbled on an answer during the oral part of the exam, he was patient and waited for me to get the answer figured out. He would then suggest easy ways to remember the subject/s I had problems remembering in a timely manner. The flight part of the exam being finished, I parked N4364U, shut her down and Carol said as he exited the aircraft with my log book in tow, "tie her down and meet me in my office". He gave no indication as to whether or not I had passed or failed the check ride and the anxiety was over whelming! I tied the plane down and made my way into his office, where I found him seated at his desk making notes here and there, printing something and then writing in my log book. After about 10 minutes of pacing back in fourth in his office, I could not take it anymore and asked, "DID I PASS"? He looked up at me, smiled, grabbed the phone on his desk and said, "yes, you did just fine, would you like to call anyone and let them know"? One of the all time proudest days of my Mother's life! Side note: I talked out loud, for just about every action I was going to make and why I was doing it (not 100% of the time mind you). My Examiner really liked that I did that. Keep up the great work John and Happy/Safe Flying!
I forget what the rules were link in 2001. But today the DPE is required to tell you immediately if you've failed and offer you the opportunity to continue the rest of the checkride. So if they say nothing you're passing.
My first FAA checkride taught me not to get cocky if I did something awesomely perfect. I'd made the most beautiful, smooth short field landing ever. Proud of my performance I got a big grin, looked at the FAA Examiner and said "Bet that's the best landing you've seen!". He said "Not bad but I told you to make a soft field landing. Now take off and try it again!" POP!! Hero to zero in .6 seconds. Never forgot that lesson in humility.
If you really said that you're a fool. Even if you felt you did good you should have kept your mouth shut. Been flying for 39yrs never heard of some nonsense like that. He should have made it harder and then failed you.
@@muhammadsteinberg Wow this guy is a total tool. I bet the flight crews love working with any pilot but you. After your "39 years" (probably 36 out on the ramp?), I bet you get your medical approved by a proctologist, because you're an ass.
1:05 I was taught to always do clearing turns by turning to the left first; if another aircraft is overtaking, they'll be on your right side, and you could cut into their flight path that way. A lot of really good information though B)
Clearing turns: before you maneuver your aircraft first start by maneuvering your aircraft. Wanna practice steep turns? First start by making 360° turns. Once you’ve made your 360° turns, you can start making your 360° turns.
My check ride went really well until the examiner pulled the engine and told me to make an emergency landing. We got down to about 50' AGL before I realized that I wasn't going to make it over the trees that were in front of us. The flight school that I went to would not allow their instructors to go below 500' AGL when practicing engine outs. So, I had never really practiced that maneuver in a practical way before. Anyway, the examiner failed me and had me come back again to repeat that part. When I came back, we spent an entire hour just practicing emergency landings. He taught me a lot that day and I really appreciated it.
@@MasterCarguy44-pk2dq Yes: He should initiate a formal inquest with his Part 141 School in writing or if Part 61 CFI I dunno procedure there; I have seen too many videos of what should never occur so meeting with his CFI first to review papers and the report so that it is team; And in no way joking be sure the Examiner is not to approach trainee in any way since this shows - for my 02¢ from my experience - something is lacking in the examiners notion of what the check ride is for ◘ My CFI was very calm instructing me on similar matters with 2 Events to mind where I performed well though CFI never pushed me and the machine anywhere near limits of normal operations; I talked him into Hammerhead Stall in a Trainer and engine went cold as it fell through and rather than letting me recover he took it on _Do something that works_ rather than any Panic Mode so sounds to me like this Examiner needs to be removed from the Safety Chain
These wimpy guys above that say to report him are all wrong. You can go under 500 feet agl and be legal.. Just stay 500 feet away from people or structures, thats all.. Under 500 feet is where most mistakes happen, so it must be tested. Most pilots in USA GA are taught the wimpy way by not going low on forced landings. That is why most pilots stall the airplane when have to go under 500 agl and you see so many forced landings on a perfect flat field with the airplane fully stalled on the nose and the guys killed.. Mild Maneuvering Maggots with a pilot license.
Passed my commercial yesterday and by far felt it was my worst performance wise. A lot of anxiety and nerves. Best advice I can give you is know the ACS by heart, your airspeeds, bank angles, altitudes ect. And definitely let the DPe talk, explain their way of doing things. I was convinced I failed half way through, but just keep going and do well on everything following a bad maneuver. Landed and got told it was a pass and immediately was shocked. But the DPE determine you’re safe, and within ACS they will pass you. At least from my experience they arnt looking for perfection and if they deem you’re competent, safe, mostly within standards and can take control of that aircraft with confidence you will get a pass.
Your videos are very special, simple, and very compassionate that you spend your time sharing this information with us. I truly believe that a genuine teacher is the purest form of Leadership. Thank you.
Love the part about not opening up areas that the DP didn't ask about. I always think about a TV show where an attorney is preparing a witness for the stand. He says "Do you know the time?" The witness says "It's 3:30pm" the Attorney responds with while that was correct you didn't answer the question. Here it's important to answer the question that is being asked not what you think is being asked. "So the question is Do you know the time? If you do, answer Yes, if you don't answer No. Those are the only responses that answer the question that was asked." Then if asked what is the time "If you know it, say what it is. If you don't know it for certain say you don't know for certain."
@@marshallmabutho9462 passed with 85%! Passed my checkride too, and now I passed my IFR written and am now onto IFR flight portion(: I also started uploading videos on my channel, hate to self promo but I hope it might help you...I made videos on how I passed the PPL and IFR written exams!: PPL: th-cam.com/video/V5RmkUeYbsw/w-d-xo.html IFR: th-cam.com/video/uHATw6ZrO_c/w-d-xo.html thanks for asking, take care and blue skies! - abbie
@@Alaska-mk4ok I passed with 85%! Passed my checkride too, and now I passed my IFR written and am now onto IFR flight portion(: I also started uploading videos on my channel, hate to self promo but I hope it might help you...I made videos on how I passed the PPL and IFR written exams!: PPL: th-cam.com/video/V5RmkUeYbsw/w-d-xo.html IFR: th-cam.com/video/uHATw6ZrO_c/w-d-xo.html thanks for asking, take care and blue skies! - abbie
Man, I feel so lucky. I took my check ride 40 years ago and we just went to the practice area and did some maneuvers. It was more like a friend along for the ride than the biggest test of my life. As I recall it lasted about 45 minutes and it was actually kind of fun.
Life was so much simpler then. Check rides were a cake walk. Even in 2003 a 172 wet was $65/hr and 100LL fuel was $2.15/gal, the instructor was $30/hr. Today, that 172 is over $120/hr to 140/he and instructor is $65/hr. Fuel over $5/gal. Odd because fuel is easier and cheaper to make, same airplane, same instructor so why the huge cost increase? Just doesn't make any sense other than political & corporate greed plain and simple.
I lived a couple of miles from a FBO and started flying in 1988 a 152 was $38.?? wet and Warrior 140 $44-45 wet. don't remember the cost of the instructor. My goal was to fly not get a license. Soloed my way to around 99 hours, Lots of 90 day sign off's and lots of cross countries. One of my instructors talked me into scheduling a check ride because I was making him look bad. Passed the written test and the check ride flew another 40 hours. I move to the shore bought a boat and haven't flown since that was in 92. Getting the itch again. Mark in Madison
Cuppa Joe, I have heard that many times. How it was so much easier and dirt cheap and actually FUN. Today it’s like taking an entry exam for an Ivy League school or Bar Examnotto mention nearly 6 figures just to get to the ATP.
They talk about a shortage of pilots but are making it so people do not want to do it. 2018 and so far in 2019 applications for the ppl are down 30% since 2005. That says a lot.
My check ride was easy once the examiner heard from me that I was 40 years late in my PPL and I was nervous. He had a 'discussion' about airplanes like pilots in the hanger, not an oral exam.
I don’t agree with the “give the shortest possible answer” type advice. My initial cert oral exam is one of my favorite aviation memories because we simply talked about aviation for a while, got off track and talked about guitars for a bit, then before I knew it, I asked to take a break, he threw one more question at me and said “that’s it…you passed the oral”…and I realized we had covered a LOT of ground in that time, basically everything I had prepared for. It’s gonna set a bad precedent and a weird vibe if your DPE asks “how’s the weather today?” and you come back with “good 😐”. Don’t talk yourself into a corner and don’t yammer on about things you’re not sure of…but a normal, two way street conversation is really the only way to go unless you show up and your DPE is dressed up like R Lee Ermey in Full Metal Jacket.
Lift your wing too clear on pattern turns. Make clearing turns before maneuvering. Know how to recover from an upset and track to a VOR under the hood. And the famous "Loose an Engine on Downwind"....:)
Airspace, airspace, airspace. Not just what it is in a given area, but WHY it's that class, and HOW you as a VFR pilot fit (or most cases don't fit) in those busier spaces.
You should make one of those engine videos like last time for fuel injected ones. I know they're pretty similar, but maybe you could point out the main differences and stuff. That would be great!
You replace the carburetor with a simple throttle body which is basically just a butterfly valve to control air flow and thus manifold pressure. Then rather than fuel being sucked into the air stream by the carb venturi, fuel is injected into the stream under pressure (like a spray nozzle on a bottle of window cleaner). The fuel can be injected at the throttle body with one or two nozzles, or with many injectors each placed just before each cylinder. Using one per cylinder and timing the spray to approximately match the intake valve timing is called sequential port fuel injection. The amount of fuel injected can be controlled via a simple open loop map, which is much like tuning a carburetor and assumes certain conditions, or with a closed loop where sensors tell the injection controller if it needs to adjust the basic fuel map up or down to meet current conditions. The sequential port method ensures each cylinder gets its allotted fuel, while the simpler throttle body or carburetor methods may result in some cylinders receiving slightly richer or leaner fuel mixes than others. The amount of fuel injected in the sequential method is adjusted by the length of each injection pulse, pressure is fairly constant to ensure a fine spray; the throttle body method used with multiple cylinders tends to use a continuous spray and adjust pressure (possibly combined with a small low/idle nozzle and a larger high power nozzle) Individual cylinder injectors can also use a continuous spray which was used more in the past before integrated circuit controls and works well enough when operating a constant high load as in aircraft but air-fuel mixing is not quite as good as the sequential control method. The advantage of crude open loop throttle body injection (as found in some WW2 fighters) over carburation is that there is no float bowl so no sloshing and it works with negative Gs and rapid acceleration, the lack of venturi also offers very slightly less restriction to air flow and reduced icing potential. Disadvantage compared to carburation is the need for higher pressure pumps (carbs can even be gravity fed) and in the time before integrated circuits control of injected fuel flow could be mechanically complex. (at least in automobile applications with frequent acceleration and change)
this is awesome!! I just started watching your videos and the first chart I see on here is Belleville/Ypsilanti/ willow run. that's exactly where I am! hahahaha
On instrument checkride at 2000 AGL over Austin, TX, examiner told me to go to Waco. I turned to NE and failed to get the Waco VOR. He yelled at me, Where are you? I immediately tuened into Austin and flew outbound. I passed.
In my town, you can go from class d at the small ga airport and go into class c for the big airport then go into a military base flying 25 miles straight and level
I almost failed mine because I forgot my iPad in the back seat and my dp wanted me to full something up on foreflight and I couldn’t reach it so being prepared is key. Keep you ahead of the airplane as well. Because if you are behind and you start rushing. If you start rushing you start missing steps and cutting corners
I take my checkride in a week. I’m super nervous. I’m still having trouble with my short field and soft field landings. I tend to fly too high when a VASI isn’t available and sometimes get too far from the runway while flying in the pattern. Any advice?
I realize you've already taken your checkride, but I'm replying in case another student is struggling with the same things (I used to have trouble going too wide on downwind). Pick a spot on your wing or wing strut that you have measured as the "perfect" distance in the pattern. For me, it's a little bit above the strut step on a 172. You just have to fly at the airport you're used to in the pattern you're used to flying, find that spot, and remember it. As for too high on landing, you just have to practice to get a feel of where you need to be. Set up spots in the pattern where you want to hit an altitude, and practice nailing them. For example, 600'AGL, turn base. Don't descend below 400'AGL before turning final. Then just fly the plane to the runway. You can see where your glideslope is going to take you by looking at the runway. Where you will flare is the spot that doesn't appear to be moving. Remember, it's better to be high than low. When you're high, you still have the option to cut power, put in all flaps, do a slip, or go around. When you're low, you're putting all your faith in that throttle coming when you need it. There's a chance you're going to try to put in throttle and it won't be there (throttle cable breaks, engine quits, etc.), always be able to make the runway with the throttle you have. Pull only what you need.
I have been a military and private fixed and rotor wing pilot for 45 years and have seen my share of D- pilots. Pilots on the low end of the grading scale can be dangerous so stay on your A game. It is a shame that the FAA pilot requirements are so low but so are most other high-profile careers. Forty-nine percent of all doctors graduated in the lower half of their class. Keep that in mind the next time you are in a dentist's chair or on an operating table.
Great tips! Thank You! I will be taking my checkride on the 27th! ......finally, after over 100 hours of flight time, including 25 hrs solo PIC. I'm a bit more concerned with the flight portion, because I tend to be very forgetful (especially under pressure, with someone watching me). For instance, many times I forget to put in right rudder during slow flight, and if my heading changes more than 10 degrees, I'm toast! 😃 That clearing turn tip was great. Something I definitely need to keep in mind!
Hope you surmounted those obstacles and your Check Ride went well. We pilots can't afford to forget things. That's what they make checklists for. If you have problems in some areas, then make one for yourself and use it.
Thanks! Due to some emergencies my checkride was postponed. It is now on the 20th of Jan. My instructor said I need minor tweaks to remember these things, and that my basic flying and handling of the aircraft is good. Checklists do help. But I've been chair flying the procedures, because they have to be "second nature" (and one has to do them automatically) when performing maneuvers like slow flight, stalls and steep turns!
Thanks for you videos one other piece of advice I can give is taking your checkride at a the airport your primarily train or an airport of the same width, I failed my checkirde because of this went to take it at a new airport about half the width and got tricked by the narrow runway illusion and ended up falling 80ft short of the 1000ft markers. I prepared and did everything in my power to not fail but inevitable I overlooked one of the easiest variables the width of the runway.
I don't understand why you have to do 2 opposite 90s on clearing turns. The best is to do a 180. If doing just a 90, what is the point of going back to the same heading from a clearing turn prospective?
My CFI ride was the DPE talking literally 80% of the time. Checkride started at 8am and ended at 5pm, so he did a lot of talking lol. Another good piece of advice is to keep things stupid simple... if they want more information, then they'll ask. Don't volunteer anything or you may screw yourself over.
i like the short n sweet answers, but i have noticed on some of the oral exams, they expect you to really talk, as in, explain everything to them as if you'd be teaching the examiner the way some of the ask the questions they want you to answer and ten '' tell me about it'', or '' okay, tell me more '' i hope my examiners are all the short n sweet answer guys, makes things much easier on both parties.
Hey man, just came across your video and I was happy to here that was filmed in Ft. Myers. I'm currently enlisted in the Marines out in Camp Pendleton and when I get out I want to begin my flight training when I go back home. Do you know of a solid flight school out in Ft. Myers you have any opinions on, or any flight school in the Southwest Florida region?
Love your videos... was going to be doing my private checkride today but had to cancel....my school and cfi said I wasn't ready. The plane I fly was out for a 2nd engine overhaul since January and I hadn't flown in 30 days. Was rusty so doing more lessons to get proficient in my flying. Question: how do you feel about using an ipad during the checkride...I have garmin pilot and have the planes checklist on it. Hate having to hunt around for the paper copy when I fly and always getting dinged by my cfi for not using the list. Figure if the ipad was near eye level to the side I'd have no excuse for not reading it when flying. My DPE says he doesn't have a problem with it.
@@killingrules This is incorrect. Please see AC-91-78. www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91_78.pdf dated July of 2007. The FAA has given clear guidance to both pilots as well as examiners that EFB's may be used in ALL phases of flight. For over 12 years now. An examiner that requires paper charts is running afoul of this guidance.
Yes, sometimes you can be sending erroneous or sporadic data and that really messes with Approach/Center/whoever you are on with. They may well tell you to stop squawking alt. You will of course need to get that sorted on the technical side of things later.
@@agentorange153 Correct. This would be a decision made by ATC/those receiving the altitude squawk, not you as a pilot. Basically something is wrong with your equipment and they don't want the confusing or intermittent data on their radar tracks.
Hi Jon! Great videos! I have a question. I have a private FAA ticket. I live in Guatemala. Retired. Own a Cherokee 6-300. I have a Guatemalan Pilots license. Or a Convalidation, they call it. I am about to take the Instrument check ride for the Guatemalan license. My question is, what do I do and need to come back to the states and get my instrument rating if already have an instrument rating in Guatemala? Its all the same stuff. Word for word just translated. I looked in the FARs but could not find anything.
Can't say I'm too familiar with what the guidelines are for transferring a certificate from Guatemala (mostly we just deal with lots of caa and jaa). The people that do know however are in OKC, its the AFS-760 Branch of the FAA, Airmen Certification. They'll be able to tell you, or be able to tell you where to look (its not something that will be in the FARs). Here's the # (866) 878-2498.....good luck!
You would need to do the written Exam, get prepped for the check ride around 3 hours if I am not mistaken, then a check ride! Not hard, nor will it take a whole lot of time and money either.
Bro, lmk if you're ever taking students 😂😂 punta gorda is taking forever to get an instructor. I would gladly drive to RSW and pay what you're worth lmao
Great Advice. Now serious question. Theres a school here in California (Encore Flight academy) that is having CFI's that aren't certified to give flight lessons to us, how can we report this to the FAA? and how can we actually know if our instructors are actually certified to do so and if they are current. please google this school followed by the word scam or lost student and plane at sea. they have not even found the 172 with Encore's flight instructor and student pilot on board. we need to have this thing reported ASAP> PLEASE HELP !
Just check the FAA airmen registry. They're certifications (along with instructor endorsements) should be listed. If they're not listed, call your FAA Standards District Office ASAP.
Do you have a CFI name? Jason Glazier was a CFI if that is helpful (CFI involved in lost flight). Certificate: FLIGHT INSTRUCTOR Date of Issue: 11/20/2014 I'm a bit curious - if you are getting your PPL or have it, how do you not know how to look this stuff up?
Spend some time up here in MI? KARB to KYIP was funny to hear being someone who works at KARB and flies out all the time, we are super close to their airspace and Class B DTW...
I fly out of KFMY and you don't know how many times I hear pilots getting yelled at for rocketing through the 1200 MSL altitude into Class C airspace. Furthermore, DPE Sean Capper, one of best DPE's out there I have to say, will nail you if you talk too much.
A few more things from what I've learned: 1. Read the checklist for all stages of the flight 2. Talk through what you're doing as you're doing while doing a maneuver so the DPE knows what you're doing. A friend of mine failed because he didn't talk through his emergency landing. 3. If you don't know something, don't try to make stuff up and BS yourself out of it, it will hurt more than it will help. 4. Write up a wind card with winds at altitude before the checkride, it will help you estimate how long it will take you to get to your next airport during the deviation part (th-cam.com/video/IMXj7QITzA8/w-d-xo.html)
Up in seattle... it's $500 for a check ride... and if you fail...? Could be around $300. Yep, clearing turns are a must.. just talk out loud with everything you do. Treat the Examiner as a passanger and expect them to do stupid things.. like leaving the door unlocked, etc. best of luck.
$500?? And then $300 for a retest?? Thank your lucky stars!! In Northern California (DAVIS), where I got my Private, it was $750 for the checkride, and $650 if you needed a retest! (and that was over 2 years ago). God alone knows what it's now (rollseyes).
Depositions and exams. Do not volunteer information. Answer the question the most succinct, and simple way. Psychologically, it's in-built into our hardware, that subconsciously we try to " please" the doctor, the examiner, anyone for that matter, so we think if we establish rapport, come across as "likeable" might positively affect the outcome. And yes, maybe, to a minimal degree... But more likely we reveal something (say something erroneously) that s/he can take us down on a path that otherwise wouldn't have been explored. Remember. It is very difficult to ask a question that the answer is not in already to some degree. So don't help. Let him/her sweat out the question, and answer it politely, shortly. E.i. Answer the question what is asked. Then shut up and listen. Short and sweet. Less is more. You'll pass.
Clearing turns... my DPE told me to do clearing turns prior to steep turns, then kept telling me not to worry about it when I said I was going to do them before following maneuvers. lol He was very laid back and relaxed through the whole checkride. Airspace around me wasn't an issue, we headed away from the only controlled airspace around. Talking... we spent more time talking about the airplane I'm building than about what we were doing. lol Systems and mechanical end was a non-issue for me, he figured that out pretty quick. Paperwork/docs/etc I went through with my CFI a few days before. I listed all this out to let people know that, while it's good to prepare for a tough checkride, I've heard quite a few people that had similar experiences to mine with various DPEs. Basically, a lot easier than expected and nothing to be nervous about.
@@fly8ma.comflighttraining199 I also guess it is not a DIY job and costs too much to fix. Plenty of videos on TH-cam with bad headliners and seat coverings.
My oral was 5 hours... my flight was 2.5 hours with 5 holds, 4 approaches and the usual engine out and etc. this was for a Multi Instrument even though I have 1,800 hours (800 in Rotorcraft). I passed.. but what a joke...
dave jones I nailed every one (a hold about a fix, gps hold, full procedure and a hold at the missed point) of them even though it was crazy windy.. guy just had something to prove and enjoyed talking about himself. I got him back though... he told me that he was the only glider/Sailplane (along with Rotorcraft and multi-fixed-wing and SEL and IFR) examiner in the state. I reported him to the FAA because I knew that max per seat weight limit was 227 pounds and he weighed in at 265. Can’t break the rules to enforce or test on the rules. I now, feel sort of bad. Back then, I felt justified because it’s our duty (as a pilot) to protect the field.
Once you've established contact with a controller, they'll usually refer to you by the last three characters of your tail number. In this case, the last three are 8MA.
I’d give one of my $#@% of the multiple pairs of certain things to get back into this after someone can reboot my brain and improve memory and teach me how to study and not choke when taking tests.
The Private Pilot check ride is a joke. It has turned into a dick measuring contest between DPE and student. I was amazed at the arrogance and condescension of my examiner. Its a big mental game instead of just a straight forward evaluation. Not to mention the $500+ fee to test. Young people are wanting to get into GA, but face $130+ rental fees, government bureaucracy, over regulation, and now power-envious DPE's. No wonder the # of private pilot certificates have dropped by 200,000 since 1980.
It is Ed. If you did not get at least B’s in school, this is not the direction to go. It is tough, Instrument is very difficult and thenit gets kinda less tough againfor Commercial (which is like advanced Private), then the Multi getsdoubly tough and CFI is a big pain. ATP isalso very very difficult. To go beyond a sport/recreational or private license willget expensive and very difficult and one must be prepared to basically be in college nearly full time to get through the a Instrument and beyond, unless your were a B+ or A student in school. It means lots of study, Focus and little to no social media. I could not get airspaceit was way to confusing, primarily Class Echo and Golf, and systems. I barely got my ppl but I got it 30 yrs after my first few hours of lessons at age 43. Took 45 hours, soloed at 12 hrs. Then started my Instrument and got 4 weeks into it and then it got way confusing. Systems, approaches, alternates, IFR charts, clearances, etc. everyone kept telling me to give it up, my passion!!!! So I finally did and here I am wishing I had the $ toget back into it. I want to SO BADLY. The older we get the worse the memory gets though, too. Have not flown in 5 yrs. I wish I had finished it all to ATP back in the early 90’s when it could be done for under $35k and check rides were a breeze.
@@danbaltizar6346 I never got B's in school 😆 and I'm doing pretty well. It's more about work ethic and how bad you want it. Nobody should be discouraged from becoming a pilot just because you never got some stupid letter grade.
Today all failures go on your permanent record. So if you fail any one of the 1/2 dozen or so checkrides you take before your first real job you're at the bottom of the stack of applicants :(
The very first maneuver I forgot to do clearing turns. I immediately realized it and told the examiner. We went through the whole checkride with me thinking I had busted it. I was so upset. When we landed and were exiting the plane, he said congratulations and shook my hand. He said that because I immediately spoke up, he was ok with forgetting the turns. I cried. I will never forget that moment. Been 45 years.
I am sorry for my question, but how old are you? I am 33 years and planning to become pilot, and comments like this really motivate me$
@@a.d.5078 I turned 60 last June and am getting my private hopefully in March! :)
Similar shit happened to me on mine, I did some unfavorable maneuvers outside of ACS tolerances and never did a short field landing. I could’ve sworn I was going to get asked to come back but I got the signature
I'm doing mine in 2 says and I saw something about being able to recognise mistakes when you do make them... being adaptable and safe, not just blatantly skipping over things.
@@zxr92 How did it go?
"Let the DPE do the talking"
This!!
I took and passed my PPL checkride back in February. I made a few mistakes during the flight portion but I kept telling myself "STFU and fly the airplane...you haven't failed until the DPE says you have failed."
Peace.
On PPL checkride the examiner over a rarely used airfield shutoff the fuel. I turned it back on. Second time he reached for fuel shutoff, I slapped his hand. I passed.
Lol awesome. My dad knew a guy who was doing an atp ride I think in a twin engine. The examiner yanked the throttle back right at V1 and the applicant said, "your controls." He got a free ride. Lol
Hahaha! Thanks for the laugh. I'm getting all nervous and worked up about to take my PPL checkride soon and this comment was just what I needed.
My instructor was having me fly a pattern, fence, railroad track and a road. I was doing good until he reached over and closed the throttle and said "you lost your engine, now where are you going to land "? Always be aware of that situation no matter if you're alone or with a friend.
@@garyacker7388 on the ground. Boom! technically correct is still correct
instablaster.
Did my PPL check ride in 2001 and remember it vividly. Carol Joye was my FAA Flight Examiner. He was awesome and made me feel very relaxed. When I fumbled on an answer during the oral part of the exam, he was patient and waited for me to get the answer figured out. He would then suggest easy ways to remember the subject/s I had problems remembering in a timely manner. The flight part of the exam being finished, I parked N4364U, shut her down and Carol said as he exited the aircraft with my log book in tow, "tie her down and meet me in my office". He gave no indication as to whether or not I had passed or failed the check ride and the anxiety was over whelming!
I tied the plane down and made my way into his office, where I found him seated at his desk making notes here and there, printing something and then writing in my log book. After about 10 minutes of pacing back in fourth in his office, I could not take it anymore and asked, "DID I PASS"? He looked up at me, smiled, grabbed the phone on his desk and said, "yes, you did just fine, would you like to call anyone and let them know"?
One of the all time proudest days of my Mother's life!
Side note: I talked out loud, for just about every action I was going to make and why I was doing it (not 100% of the time mind you). My Examiner really liked that I did that.
Keep up the great work John and Happy/Safe Flying!
I was always taught to talk things through. It lets your passengers know what is going on and helps form habit. Safe flying!
I forget what the rules were link in 2001. But today the DPE is required to tell you immediately if you've failed and offer you the opportunity to continue the rest of the checkride. So if they say nothing you're passing.
My first FAA checkride taught me not to get cocky if I did something awesomely perfect. I'd made the most beautiful, smooth short field landing ever. Proud of my performance I got a big grin, looked at the FAA Examiner and said "Bet that's the best landing you've seen!". He said "Not bad but I told you to make a soft field landing. Now take off and try it again!" POP!! Hero to zero in .6 seconds. Never forgot that lesson in humility.
LuvBorderCollies oops! 😁
If you really said that you're a fool. Even if you felt you did good you should have kept your mouth shut. Been flying for 39yrs never heard of some nonsense like that. He should have made it harder and then failed you.
Muhammad Steinberg damn dude relax, he’s here admitting his mistake already
@@muhammadsteinberg Wow this guy is a total tool. I bet the flight crews love working with any pilot but you. After your "39 years" (probably 36 out on the ramp?), I bet you get your medical approved by a proctologist, because you're an ass.
@@muhammadsteinberg oh yes, let's fail people because they were overly happy about their landing. My God.
1:05 I was taught to always do clearing turns by turning to the left first; if another aircraft is overtaking, they'll be on your right side, and you could cut into their flight path that way. A lot of really good information though B)
Wow, that's good information
Clearing turns: before you maneuver your aircraft first start by maneuvering your aircraft. Wanna practice steep turns? First start by making 360° turns. Once you’ve made your 360° turns, you can start making your 360° turns.
Seems crazy Right!?!
My check ride went really well until the examiner pulled the engine and told me to make an emergency landing. We got down to about 50' AGL before I realized that I wasn't going to make it over the trees that were in front of us. The flight school that I went to would not allow their instructors to go below 500' AGL when practicing engine outs. So, I had never really practiced that maneuver in a practical way before. Anyway, the examiner failed me and had me come back again to repeat that part. When I came back, we spent an entire hour just practicing emergency landings. He taught me a lot that day and I really appreciated it.
I would have reported that examiner for going below FAR minimums of 500' agl. .
And you should have been looking for a place to put the plane down long before you got below 1500' agl. Shame on you there.
@@MasterCarguy44-pk2dq Yes: He should initiate a formal inquest with his Part 141 School in writing or if Part 61 CFI I dunno procedure there;
I have seen too many videos of what should never occur so meeting with his CFI first to review papers and the report so that it is team; And in no way joking be sure the Examiner is not to approach trainee in any way since this shows - for my 02¢ from my experience - something is lacking in the examiners notion of what the check ride is for ◘ My CFI was very calm instructing me on similar matters with 2 Events to mind where I performed well though CFI never pushed me and the machine anywhere near limits of normal operations;
I talked him into Hammerhead Stall in a Trainer and engine went cold as it fell through and rather than letting me recover he took it on _Do something that works_ rather than any Panic Mode so sounds to me like this Examiner needs to be removed from the Safety Chain
These wimpy guys above that say to report him are all wrong. You can go under 500 feet agl and be legal.. Just stay 500 feet away from people or structures, thats all.. Under 500 feet is where most mistakes happen, so it must be tested.
Most pilots in USA GA are taught the wimpy way by not going low on forced landings. That is why most pilots stall the airplane when have to go under 500 agl and you see so many forced landings on a perfect flat field with the airplane fully stalled on the nose and the guys killed.. Mild Maneuvering Maggots with a pilot license.
Wait a minute.
The examiner didn't just make you land the plane and get out when you failed?
Passed my commercial yesterday and by far felt it was my worst performance wise. A lot of anxiety and nerves. Best advice I can give you is know the ACS by heart, your airspeeds, bank angles, altitudes ect. And definitely let the DPe talk, explain their way of doing things. I was convinced I failed half way through, but just keep going and do well on everything following a bad maneuver. Landed and got told it was a pass and immediately was shocked. But the DPE determine you’re safe, and within ACS they will pass you. At least from my experience they arnt looking for perfection and if they deem you’re competent, safe, mostly within standards and can take control of that aircraft with confidence you will get a pass.
Your videos are very special, simple, and very compassionate that you spend your time sharing this information with us. I truly believe that a genuine teacher is the purest form of Leadership. Thank you.
I appreciate this!! I try my best
funny seeing you here!!!
Love the part about not opening up areas that the DP didn't ask about. I always think about a TV show where an attorney is preparing a witness for the stand. He says "Do you know the time?" The witness says "It's 3:30pm" the Attorney responds with while that was correct you didn't answer the question. Here it's important to answer the question that is being asked not what you think is being asked. "So the question is Do you know the time? If you do, answer Yes, if you don't answer No. Those are the only responses that answer the question that was asked." Then if asked what is the time "If you know it, say what it is. If you don't know it for certain say you don't know for certain."
Yeah, I'm not becoming a pilot then.
I have issues following this advice...
I'm not even doing flight training yet, but I want to be prepared! I take my written in 1 week, wish me well and good winds (theoretically) :)
Good Luck!
how did the test go
How did the test go?
@@marshallmabutho9462 passed with 85%! Passed my checkride too, and now I passed my IFR written and am now onto IFR flight portion(: I also started uploading videos on my channel, hate to self promo but I hope it might help you...I made videos on how I passed the PPL and IFR written exams!:
PPL: th-cam.com/video/V5RmkUeYbsw/w-d-xo.html
IFR: th-cam.com/video/uHATw6ZrO_c/w-d-xo.html
thanks for asking, take care and blue skies!
- abbie
@@Alaska-mk4ok I passed with 85%! Passed my checkride too, and now I passed my IFR written and am now onto IFR flight portion(: I also started uploading videos on my channel, hate to self promo but I hope it might help you...I made videos on how I passed the PPL and IFR written exams!:
PPL: th-cam.com/video/V5RmkUeYbsw/w-d-xo.html
IFR: th-cam.com/video/uHATw6ZrO_c/w-d-xo.html
thanks for asking, take care and blue skies!
- abbie
Man, I feel so lucky. I took my check ride 40 years ago and we just went to the practice area and did some maneuvers. It was more like a friend along for the ride than the biggest test of my life. As I recall it lasted about 45 minutes and it was actually kind of fun.
Life was so much simpler then. Check rides were a cake walk. Even in 2003 a 172 wet was $65/hr and 100LL fuel was $2.15/gal, the instructor was $30/hr. Today, that 172 is over $120/hr to 140/he and instructor is $65/hr. Fuel over $5/gal. Odd because fuel is easier and cheaper to make, same airplane, same instructor so why the huge cost increase? Just doesn't make any sense other than political & corporate greed plain and simple.
I lived a couple of miles from a FBO and started flying in 1988 a 152 was $38.?? wet and Warrior 140 $44-45 wet. don't remember the cost of the instructor. My goal was to fly not get a license. Soloed my way to around 99 hours, Lots of 90 day sign off's and lots of cross countries. One of my instructors talked me into scheduling a check ride because I was making him look bad. Passed the written test and the check ride flew another 40 hours. I move to the shore bought a boat and haven't flown since that was in 92. Getting the itch again. Mark in Madison
Cuppa Joe, I have heard that many times. How it was so much easier and dirt cheap and actually FUN. Today it’s like taking an entry exam for an Ivy League school or Bar Examnotto mention nearly 6 figures just to get to the ATP.
They talk about a shortage of pilots but are making it so people do not want to do it. 2018 and so far in 2019 applications for the ppl are down 30% since 2005. That says a lot.
I was working on my license ~2003, the prices werent even close to that. And I was using a flying club with the best rates for 100 miles.
Your videos helped me through private and instrument. Watching this 7 days before SE cpl checkride! Thanks for this vid
1. Do clearing turns.
2. Know Airspace
3. Let the DPE do the talking
4. Systems knowledge
5. Be organized!
My check ride was easy once the examiner heard from me that I was 40 years late in my PPL and I was nervous. He had a 'discussion' about airplanes like pilots in the hanger, not an oral exam.
I just did my instrument and commercial checkrides in one day. Got my multi addon coming up.
I don’t agree with the “give the shortest possible answer” type advice. My initial cert oral exam is one of my favorite aviation memories because we simply talked about aviation for a while, got off track and talked about guitars for a bit, then before I knew it, I asked to take a break, he threw one more question at me and said “that’s it…you passed the oral”…and I realized we had covered a LOT of ground in that time, basically everything I had prepared for. It’s gonna set a bad precedent and a weird vibe if your DPE asks “how’s the weather today?” and you come back with “good 😐”. Don’t talk yourself into a corner and don’t yammer on about things you’re not sure of…but a normal, two way street conversation is really the only way to go unless you show up and your DPE is dressed up like R Lee Ermey in Full Metal Jacket.
Great video. I definitely had the problem of talking too much, but thankfully I was able to elaborate correctly on everything I said in excess 😅
Jayden Strickalnd i
Haha....been there!
Lift your wing too clear on pattern turns. Make clearing turns before maneuvering. Know how to recover from an upset and track to a VOR under the hood. And the famous "Loose an Engine on Downwind"....:)
1:58 haha that an airport I had to plan to for a mock oral 😅
Airspace, airspace, airspace. Not just what it is in a given area, but WHY it's that class, and HOW you as a VFR pilot fit (or most cases don't fit) in those busier spaces.
GREAT advice, I agree!!! Airspace was big during my whole training
You should make one of those engine videos like last time for fuel injected ones. I know they're pretty similar, but maybe you could point out the main differences and stuff. That would be great!
You replace the carburetor with a simple throttle body which is basically just a butterfly valve to control air flow and thus manifold pressure. Then rather than fuel being sucked into the air stream by the carb venturi, fuel is injected into the stream under pressure (like a spray nozzle on a bottle of window cleaner). The fuel can be injected at the throttle body with one or two nozzles, or with many injectors each placed just before each cylinder. Using one per cylinder and timing the spray to approximately match the intake valve timing is called sequential port fuel injection. The amount of fuel injected can be controlled via a simple open loop map, which is much like tuning a carburetor and assumes certain conditions, or with a closed loop where sensors tell the injection controller if it needs to adjust the basic fuel map up or down to meet current conditions. The sequential port method ensures each cylinder gets its allotted fuel, while the simpler throttle body or carburetor methods may result in some cylinders receiving slightly richer or leaner fuel mixes than others. The amount of fuel injected in the sequential method is adjusted by the length of each injection pulse, pressure is fairly constant to ensure a fine spray; the throttle body method used with multiple cylinders tends to use a continuous spray and adjust pressure (possibly combined with a small low/idle nozzle and a larger high power nozzle) Individual cylinder injectors can also use a continuous spray which was used more in the past before integrated circuit controls and works well enough when operating a constant high load as in aircraft but air-fuel mixing is not quite as good as the sequential control method.
The advantage of crude open loop throttle body injection (as found in some WW2 fighters) over carburation is that there is no float bowl so no sloshing and it works with negative Gs and rapid acceleration, the lack of venturi also offers very slightly less restriction to air flow and reduced icing potential. Disadvantage compared to carburation is the need for higher pressure pumps (carbs can even be gravity fed) and in the time before integrated circuits control of injected fuel flow could be mechanically complex. (at least in automobile applications with frequent acceleration and change)
Haha! I love your reaction at 3:42, about your mouth getting you into trouble. I feel the exact same way myself. Lol.
I know pal, especially when it comes to saying “I do.”
this is awesome!! I just started watching your videos and the first chart I see on here is Belleville/Ypsilanti/ willow run. that's exactly where I am! hahahaha
On instrument checkride at 2000 AGL over Austin, TX, examiner told me to go to Waco. I turned to NE and failed to get the Waco VOR. He yelled at me, Where are you? I immediately tuened into Austin and flew outbound. I passed.
In my town, you can go from class d at the small ga airport and go into class c for the big airport then go into a military base flying 25 miles straight and level
I almost failed mine because I forgot my iPad in the back seat and my dp wanted me to full something up on foreflight and I couldn’t reach it so being prepared is key. Keep you ahead of the airplane as well. Because if you are behind and you start rushing. If you start rushing you start missing steps and cutting corners
Very clear and concise. Well done and thanks.
I take my checkride in a week. I’m super nervous. I’m still having trouble with my short field and soft field landings. I tend to fly too high when a VASI isn’t available and sometimes get too far from the runway while flying in the pattern. Any advice?
I realize you've already taken your checkride, but I'm replying in case another student is struggling with the same things (I used to have trouble going too wide on downwind).
Pick a spot on your wing or wing strut that you have measured as the "perfect" distance in the pattern. For me, it's a little bit above the strut step on a 172. You just have to fly at the airport you're used to in the pattern you're used to flying, find that spot, and remember it.
As for too high on landing, you just have to practice to get a feel of where you need to be. Set up spots in the pattern where you want to hit an altitude, and practice nailing them. For example, 600'AGL, turn base. Don't descend below 400'AGL before turning final. Then just fly the plane to the runway. You can see where your glideslope is going to take you by looking at the runway. Where you will flare is the spot that doesn't appear to be moving.
Remember, it's better to be high than low. When you're high, you still have the option to cut power, put in all flaps, do a slip, or go around. When you're low, you're putting all your faith in that throttle coming when you need it. There's a chance you're going to try to put in throttle and it won't be there (throttle cable breaks, engine quits, etc.), always be able to make the runway with the throttle you have. Pull only what you need.
Skraith thank you!
I have been a military and private fixed and rotor wing pilot for 45 years and have seen my share of D- pilots. Pilots on the low end of the grading scale can be dangerous so stay on your A game. It is a shame that the FAA pilot requirements are so low but so are most other high-profile careers. Forty-nine percent of all doctors graduated in the lower half of their class. Keep that in mind the next time you are in a dentist's chair or on an operating table.
This is really a great insight training, thanks so much sir,
From Ghana.
Great tips! Thank You! I will be taking my checkride on the 27th! ......finally, after over 100 hours of flight time, including 25 hrs solo PIC. I'm a bit more concerned with the flight portion, because I tend to be very forgetful (especially under pressure, with someone watching me). For instance, many times I forget to put in right rudder during slow flight, and if my heading changes more than 10 degrees, I'm toast! 😃
That clearing turn tip was great. Something I definitely need to keep in mind!
Hope you surmounted those obstacles and your Check Ride went well. We pilots can't afford to forget things. That's what they make checklists for. If you have problems in some areas, then make one for yourself and use it.
Thanks! Due to some emergencies my checkride was postponed. It is now on the 20th of Jan. My instructor said I need minor tweaks to remember these things, and that my basic flying and handling of the aircraft is good. Checklists do help. But I've been chair flying the procedures, because they have to be "second nature" (and one has to do them automatically) when performing maneuvers like slow flight, stalls and steep turns!
Thanks for the great videos! Helping to take some of the nerves off my upcoming ppl checkride!
Did you pass?!?
@@matthewrammig yes currently a CFI!
@@horvath3000 congratulations!!
GREAT VID,,,Buds really appreciate the subjects,, good stuff
Thanks for you videos one other piece of advice I can give is taking your checkride at a the airport your primarily train or an airport of the same width, I failed my checkirde because of this went to take it at a new airport about half the width and got tricked by the narrow runway illusion and ended up falling 80ft short of the 1000ft markers. I prepared and did everything in my power to not fail but inevitable I overlooked one of the easiest variables the width of the runway.
Good information, well presented. Thanks.
Always happy to help!
I don't understand why you have to do 2 opposite 90s on clearing turns. The best is to do a 180. If doing just a 90, what is the point of going back to the same heading from a clearing turn prospective?
Excellent advice! Thanks for the info video!
Awesome thank you for an awesome video
Much appreciated.. Feel free to share it around!
Loved the video!!!
Helpful!
Where are the videos you said you'd "leave in the comments below"?
I’ve busted my commercial single engine checkride twice, will this cause any problems when I go for an airline interview in the future?
My airplane has a Garmin G5 for attitude indicator and DG. What do I need to know about how the G5 works for a PPL checkride?
This helped me a lot. Thanks!
Hey! I went to high school in Ypsilanti where the first sectional was showing
My CFI ride was the DPE talking literally 80% of the time. Checkride started at 8am and ended at 5pm, so he did a lot of talking lol. Another good piece of advice is to keep things stupid simple... if they want more information, then they'll ask. Don't volunteer anything or you may screw yourself over.
i like the short n sweet answers, but i have noticed on some of the oral exams, they expect you to really talk, as in, explain everything to them as if you'd be teaching the examiner the way some of the ask the questions they want you to answer and ten '' tell me about it'', or '' okay, tell me more '' i hope my examiners are all the short n sweet answer guys, makes things much easier on both parties.
What do they call the guy who graduates the bottom of his class in medical school?
a pilot, come on, old dad joke
Doctor.
Hey man, just came across your video and I was happy to here that was filmed in Ft. Myers. I'm currently enlisted in the Marines out in Camp Pendleton and when I get out I want to begin my flight training when I go back home. Do you know of a solid flight school out in Ft. Myers you have any opinions on, or any flight school in the Southwest Florida region?
Great video! Thanks
Wtf... That sectional... Mettetal.. that's where I'm learning out of right now. Is this out of Michigan?
The hell?! I for in Fort Myers that just woke me up
I instruct at page. I watch people bust that charlie at least once or twice a week
Thank you for the information
Glad it helps! Share us on Facebook and around the airport with your friends! Check out the Checkride Prep at www.fly8ma.com !
Is the oral exam required for a private pilot license
Yes; the Private Pilot Certificate requires a knowledge, oral, and flight test.
Do you personally train?
Excellent points!
Love your videos... was going to be doing my private checkride today but had to cancel....my school and cfi said I wasn't ready. The plane I fly was out for a 2nd engine overhaul since January and I hadn't flown in 30 days. Was rusty so doing more lessons to get proficient in my flying. Question: how do you feel about using an ipad during the checkride...I have garmin pilot and have the planes checklist on it. Hate having to hunt around for the paper copy when I fly and always getting dinged by my cfi for not using the list. Figure if the ipad was near eye level to the side I'd have no excuse for not reading it when flying. My DPE says he doesn't have a problem with it.
Tablets are not allowed to be used during the diversion portion. You would need at least a paper map.
@@killingrules This is incorrect. Please see AC-91-78. www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91_78.pdf dated July of 2007. The FAA has given clear guidance to both pilots as well as examiners that EFB's may be used in ALL phases of flight. For over 12 years now. An examiner that requires paper charts is running afoul of this guidance.
A great video menh...
Is there any valid reason why you would want to STOP squawking altitude or Mode C while in the air???
Yes, sometimes you can be sending erroneous or sporadic data and that really messes with Approach/Center/whoever you are on with. They may well tell you to stop squawking alt. You will of course need to get that sorted on the technical side of things later.
@@michaelhopkins6033 So, the reason is technical?
@@agentorange153 Correct. This would be a decision made by ATC/those receiving the altitude squawk, not you as a pilot. Basically something is wrong with your equipment and they don't want the confusing or intermittent data on their radar tracks.
John YOU are a good Guy, keep your advises to make aviation more safe!
Wish you are close to me will get together!
Regards from AZ!
Much appreciated!! That's always the goal. But safe travels over there!
Hi Jon! Great videos! I have a question. I have a private FAA ticket. I live in Guatemala. Retired. Own a Cherokee 6-300. I have a Guatemalan Pilots license. Or a Convalidation, they call it. I am about to take the Instrument check ride for the Guatemalan license. My question is, what do I do and need to come back to the states and get my instrument rating if already have an instrument rating in Guatemala? Its all the same stuff. Word for word just translated. I looked in the FARs but could not find anything.
Can't say I'm too familiar with what the guidelines are for transferring a certificate from Guatemala (mostly we just deal with lots of caa and jaa). The people that do know however are in OKC, its the AFS-760 Branch of the FAA, Airmen Certification. They'll be able to tell you, or be able to tell you where to look (its not something that will be in the FARs). Here's the # (866) 878-2498.....good luck!
You would need to do the written Exam, get prepped for the check ride around 3 hours if I am not mistaken, then a check ride! Not hard, nor will it take a whole lot of time and money either.
Bro, lmk if you're ever taking students 😂😂 punta gorda is taking forever to get an instructor. I would gladly drive to RSW and pay what you're worth lmao
Great info.....
Rotor Craft was steep turns, Hovering at high altitude, 180 and hovering Autos....
Far and aim can a student pilot have a iPod copy instead of a hard paper copy
Great Advice. Now serious question. Theres a school here in California (Encore Flight academy) that is having CFI's that aren't certified to give flight lessons to us, how can we report this to the FAA? and how can we actually know if our instructors are actually certified to do so and if they are current. please google this school followed by the word scam or lost student and plane at sea. they have not even found the 172 with Encore's flight instructor and student pilot on board. we need to have this thing reported ASAP> PLEASE HELP !
Just check the FAA airmen registry. They're certifications (along with instructor endorsements) should be listed. If they're not listed, call your FAA Standards District Office ASAP.
Do you have a CFI name? Jason Glazier was a CFI if that is helpful (CFI involved in lost flight).
Certificate: FLIGHT INSTRUCTOR Date of Issue: 11/20/2014
I'm a bit curious - if you are getting your PPL or have it, how do you not know how to look this stuff up?
"Symbology". You mean Symbolism? (1:40 "Boondock Saints" Reference lol). Thanks for the info!! Srsly
Hope you bought that controller a Snickers.....Thanks for not crossing any runways too....LOL
Why would I use my sectional to check my location😭
Spend some time up here in MI? KARB to KYIP was funny to hear being someone who works at KARB and flies out all the time, we are super close to their airspace and Class B DTW...
I fly out of KFMY and you don't know how many times I hear pilots getting yelled at for rocketing through the 1200 MSL altitude into Class C airspace. Furthermore, DPE Sean Capper, one of best DPE's out there I have to say, will nail you if you talk too much.
i dont see the "parts of the plane"
All Good Points...Thanks for the review ';-)
Glad it helps! Check out the Checkride prep at www.fly8ma.com !
A few more things from what I've learned:
1. Read the checklist for all stages of the flight
2. Talk through what you're doing as you're doing while doing a maneuver so the DPE knows what you're doing. A friend of mine failed because he didn't talk through his emergency landing.
3. If you don't know something, don't try to make stuff up and BS yourself out of it, it will hurt more than it will help.
4. Write up a wind card with winds at altitude before the checkride, it will help you estimate how long it will take you to get to your next airport during the deviation part (th-cam.com/video/IMXj7QITzA8/w-d-xo.html)
PhillyAviator86 thank you!!!
Up in seattle... it's $500 for a check ride... and if you fail...? Could be around $300. Yep, clearing turns are a must.. just talk out loud with everything you do. Treat the Examiner as a passanger and expect them to do stupid things.. like leaving the door unlocked, etc. best of luck.
I talked out loud just about every action I was going to make and why. My Examiner really liked that I did that.
Southern California it is 750 for your private.....
$500?? And then $300 for a retest?? Thank your lucky stars!! In Northern California (DAVIS), where I got my Private, it was $750 for the checkride, and $650 if you needed a retest! (and that was over 2 years ago). God alone knows what it's now (rollseyes).
I try to be the dumbest passenger they will ever have in order to make sure that they are going to be safe and check everything.
@@zozofacebook333 Same in illinois
I got a same plane as yours PA28180.
As someone in Lakeland I’m pretty sure both class bravos are within 25 miles of me lol.
C's get degrees (or license)
Depositions and exams. Do not volunteer information. Answer the question the most succinct, and simple way. Psychologically, it's in-built into our hardware, that subconsciously we try to " please" the doctor, the examiner, anyone for that matter, so we think if we establish rapport, come across as "likeable" might positively affect the outcome. And yes, maybe, to a minimal degree... But more likely we reveal something (say something erroneously) that s/he can take us down on a path that otherwise wouldn't have been explored. Remember. It is very difficult to ask a question that the answer is not in already to some degree. So don't help. Let him/her sweat out the question, and answer it politely, shortly. E.i. Answer the question what is asked. Then shut up and listen. Short and sweet. Less is more. You'll pass.
never start a clearing turn to the right. ( passing traffic )
2 eyes, 2 ears and one mouth, I did the math, X Controller, Thanks,
RIGHT ✔💯 NOW BE QUIET & LISTEN... 🎯
Clearing turns... my DPE told me to do clearing turns prior to steep turns, then kept telling me not to worry about it when I said I was going to do them before following maneuvers. lol He was very laid back and relaxed through the whole checkride.
Airspace around me wasn't an issue, we headed away from the only controlled airspace around.
Talking... we spent more time talking about the airplane I'm building than about what we were doing. lol
Systems and mechanical end was a non-issue for me, he figured that out pretty quick.
Paperwork/docs/etc I went through with my CFI a few days before.
I listed all this out to let people know that, while it's good to prepare for a tough checkride, I've heard quite a few people that had similar experiences to mine with various DPEs. Basically, a lot easier than expected and nothing to be nervous about.
Who does all GA aircraft have sagging headliners? Reminds me of 80s cars with thumb tacks holding the headliner up.
Hahaha....well most GA airplanes were built long before the 80s!
@@fly8ma.comflighttraining199 I also guess it is not a DIY job and costs too much to fix. Plenty of videos on TH-cam with bad headliners and seat coverings.
My oral was 5 hours... my flight was 2.5 hours with 5 holds, 4 approaches and the usual engine out and etc. this was for a Multi Instrument even though I have 1,800 hours (800 in Rotorcraft). I passed.. but what a joke...
That's insane.
5 holds and 4 approaches - did the first ones not go so well ?
Sound's miserable
Damn.. that's brutal...
dave jones I nailed every one (a hold about a fix, gps hold, full procedure and a hold at the missed point) of them even though it was crazy windy.. guy just had something to prove and enjoyed talking about himself. I got him back though... he told me that he was the only glider/Sailplane (along with Rotorcraft and multi-fixed-wing and SEL and IFR) examiner in the state. I reported him to the FAA because I knew that max per seat weight limit was 227 pounds and he weighed in at 265. Can’t break the rules to enforce or test on the rules. I now, feel sort of bad. Back then, I felt justified because it’s our duty (as a pilot) to protect the field.
Hey all, update: I take my checkride in 2 weeks!
ASW
it's been five months, but how'd it go?
How did it go? I take mine in a week
@@bigfranchise I take mine in a week!
@@greenmachineman7 did you pass? (:
What does "8 Mike Alpha" mean? Just curious. Thanks!
Once you've established contact with a controller, they'll usually refer to you by the last three characters of your tail number. In this case, the last three are 8MA.
Can you be my CFI to finish up my CFI? I have the CFII and an Arrow II :)))
Happy to do some ground with you to help you prep! I've signed off 17 CFIs and every single one passed first try!
Sal Tag w
Too bad you were not in SoCal because I'm trying to find a place to finish up my CFI.
6- say tower instead of ATC
this does not apply to CFI checkride btw
I’d give one of my $#@% of the multiple pairs of certain things to get back into this after someone can reboot my brain and improve memory and teach me how to study and not choke when taking tests.
It is a License too Learn....
"Symbolism" it's "Ssssssyymbolizzzziiimmmmm"
The Private Pilot check ride is a joke. It has turned into a dick measuring contest between DPE and student. I was amazed at the arrogance and condescension of my examiner. Its a big mental game instead of just a straight forward evaluation. Not to mention the $500+ fee to test. Young people are wanting to get into GA, but face $130+ rental fees, government bureaucracy, over regulation, and now power-envious DPE's. No wonder the # of private pilot certificates have dropped by 200,000 since 1980.
Basically what you are saying is to lawyer up. Don't self incriminate the fact that you may not know something.
flying seems to be waaaaaaaaaaay too much (fill in the blank)
Ed T. Fun
It is Ed. If you did not get at least B’s in school, this is not the direction to go. It is tough, Instrument is very difficult and thenit gets kinda less tough againfor Commercial (which is like advanced Private), then the Multi getsdoubly tough and CFI is a big pain. ATP isalso very very difficult. To go beyond a sport/recreational or private license willget expensive and very difficult and one must be prepared to basically be in college nearly full time to get through the a Instrument and beyond, unless your were a B+ or A student in school. It means lots of study, Focus and little to no social media. I could not get airspaceit was way to confusing, primarily Class Echo and Golf, and systems. I barely got my ppl but I got it 30 yrs after my first few hours of lessons at age 43. Took 45 hours, soloed at 12 hrs. Then started my Instrument and got 4 weeks into it and then it got way confusing. Systems, approaches, alternates, IFR charts, clearances, etc. everyone kept telling me to give it up, my passion!!!! So I finally did and here I am wishing I had the $ toget back into it. I want to SO BADLY. The older we get the worse the memory gets though, too. Have not flown in 5 yrs. I wish I had finished it all to ATP back in the early 90’s when it could be done for under $35k and check rides were a breeze.
@@danbaltizar6346 I never got B's in school 😆 and I'm doing pretty well. It's more about work ethic and how bad you want it. Nobody should be discouraged from becoming a pilot just because you never got some stupid letter grade.
Today all failures go on your permanent record. So if you fail any one of the 1/2 dozen or so checkrides you take before your first real job you're at the bottom of the stack of applicants :(
Better to stay silent and be thought a fool than to open one’s mouth and remove all doubt.
Checkrides these days are ridiculous