Checkride

The introduction to the practical test standards (PTS) discusses the practical test concept, describes the PTS book and how to use it, and clarifies several issues that have long caused controversy-controversy that could surface during your checkride.

The PTS lists areas of operation, tasks to be performed, and references to other publications that describe each task. This is where it gets confusing. The current private pilot PTS lists 22 references. The commercial PTS cites 24 references, and the instrument PTS catalogs 18. Many of these are advisory circulars (ACs), and some are more obscure than others. Often these ACs clarify technique. But even with the clarifications, there is room for confusion as to exactly what you are expected to do and how you are expected to do it.

For instance, the examiner responsibility section of the PTS identifies a number of items that examiners should look for, even though they are not technically maneuvers and are not listed among the tasks that you must perform. "Throughout the flight portion of the practical test, the examiner shall evaluate the applicant's procedures for visual scanning, in-flight collision avoidance, runway incursion avoidance, and positive exchange of flight controls," the section reads. But each of these areas is open to interpretation, and that can cause confusion. Let's examine some of these areas, starting with the most controversial-exchange of flight controls.

By 1994, aircraft incident and accident statistics had spotlighted the need to set standards for the way pilots exchange control of an aircraft. The most frequently reported incidents involved students and instructors, but pilots of all experience levels in a wide array of situations appeared in the reports. The FAA issued advisory circular 61-115 in March 1995 to provide guidance for all pilots on the recommended procedure for positive ex-change of flight controls. The procedure, which amounts to one pilot saying that he is turning control of the aircraft over to the other and the other pilot confirming that he now has control of the aircraft, works extremely well. Though it is not spelled out in the private pilot PTS, it is the sort of thing that an examiner will notice. In fact, another advisory circular says, "Pilot examiners should discuss this procedure with all pilot applicants prior to the flight portion of any practical test."

So your examiner should brief you about how to exchange flight controls during the course of the checkride. He should also note whether or not you followed the proper procedure. Applicants who have not used this procedure during their checkrides for flight instructor or instrument flight instructor ratings have failed the test.

Collision avoidance is another topic mentioned in the examiner responsibility section of the PTS, and it seems to be a no-brainer. Look for other airplanes and don't try to share molecules with the ones you see, right? Well, yes?as long as you see and avoid them. During your private pilot checkride, if you land without clearing the extended final approach path before turning from base to final, your examiner should note this and might caution you during the debriefing. If you consistently fail to check the final approach path, you might not pass the checkride. It is your examiner's responsibility to evaluate your procedures for visual scanning and in-flight collision avoidance. If those procedures are nonexistent, so too will be your pilot certificate. Examiners don't do this to anger or frustrate applicants. They do it to protect the public-flying and otherwise.

The see-and-avoid concept has an-other element as well-scanning. The introduction to the private pilot PTS says, "Typical areas of unsatisfactory performance and grounds for disqualification are: ?Failure to use proper and effective visual scanning techniques to clear the area before and while performing maneuvers."

This is a good reason for you to remember to perform clearing turns before an airwork maneuver and an excellent reason to perform turns during slow flight. The Aeronautical Information Manual (AIM) discusses scanning for other aircraft thoroughly, noting that pilots should spend no more than four to five seconds looking inside the cockpit for every 16 seconds that they spend looking outside. The faster your aircraft, the more vital it is that you keep your eyes outside. Your examiner is likely to note your scanning habits, even if no area of operation or task specifically demands that you demonstrate them.

In the event that this becomes the basis of a dispute between an applicant and an examiner, you are likely to hear the student and his instructor argue that the AIM is "nonregulatory in nature." This is true. But at the same time, the AIM lays out safe operating procedures for all types of circumstances. If we normally operate contrary to the AIM's provisions, then we perform contrary to the established system. That can be careless and reckless, and it can easily endanger the life or property of another, even though the PTS seems silent about the issue. Is the AIM nonregulatory in nature? Of course! The FAA can cite a pilot for violating a federal aviation regulation, but not for failing to follow the procedures set out in the AIM. To that degree, the AIM is, indeed, nonregulatory in nature. But you'd be wise to learn its procedures and use them-your examiner will take careful note.