Checkride

Some examiner-conduct criteria

Over the years, most of us have known some designated pilot examiners (DPEs) whose testing styles might easily include such a scenario. They might congratulate themselves for incorporating a scenario into their testing profile, as the FAA insists that examiners do. If asked about its intent, they might even justify such a question as necessary to determine their applicants' problem-solving abilities. Hmmm.

This little scenario has floated around the aviation community for several decades, disappearing and reappearing with comet-like regularity--the answer centering on the pilot's selecting some random number, having each passenger add their weight to that number, and totaling all together. Having the final sum, the pilot then multiplies the random number by three and subtracts that product from the rendered total, and behold! The coveted total weight emerges. Theoretically, on a checkride, the proud applicant, certain of having answered the question well and demonstrating superior problem-solving skills, then hears a rebuke that total weight is not the issue. Where each passenger sits aboard the aircraft is the true puzzle. A trick question!

Brainteasers and crafty conundrums have been favored staple at social gatherings for at least two centuries, but they are never welcome during practical tests. At least, that has been the perspective of those taking their checkrides. Stories abound regarding examiners and their bottomless supply of such torturous queries--and nearly any DPE could tell stories of applicants struggling to answer their questioning during the ground portion, and falling back on "Is this a trick question?" From examiners, the answer is always, "No." It has apparently been enough of an issue that the FAA found it necessary to add to the latest version of the Designated Pilot and Flight Engineer Examiner's Handbook (Order 8710-3D) the following statement:

"Trick questions will be avoided. The correct answers to all questions must be available in the regulations, AFM, or other references listed in the applicable PTS."

Simply defining a trick question can be a massive challenge. Flight students (and even flight instructors) face frustration from time to time even with questions from the FAA's computer bank of knowledge test questions. These are as detail-oriented as aeronautical life itself, with outcomes hinging on clues from the body of a given question. Those versed in human behavior--like test writers--recognize that conversational habits cause readers and listeners to omit certain details. As an example, a question in an instrument rating test bank poses a scenario wherein a pilot is to file an instrument flight rules (IFR) flight plan, the destination airport having no instrument approach. It specifies weather allowing flight using visual flight rules (VFR), but only just. The answers offer three choices regarding flight to an alternate.

Most readers automatically note that the field is VFR and is forecast to remain so within such a time frame that no alternate would be required to be listed on the flight plan form. The answer options are structured such that for those who ignore the destination's lack of an instrument approach, instead focusing their minds on the issue of filing an alternate as weather concern only, the prospects of choosing poorly are high. So...is this a trick question?

When you consider that knowledge or computer tests allow one time to read, re-read, and analyze, it is not. However, using this type of scenario for the oral (ground portion) of a student's practical test might be inappropriate for several reasons. First, when taking the knowledge test, one is alone with his or her testing materials. Very little pressure exists to prompt a quick answer, as would be the case when sitting across from a waiting, toe-tapping examiner. Second, questions in written form are easily reviewed for accuracy and understanding. Verbal questions fall prey to the hundreds of nuances common to all spoken languages, body language, and cultures. Third, while many people consider a knowledge test as simply a part of the training process that one endures en route to a goal, the checkride is an event that most of us want to end as soon as reasonably possible. That subtle anxiety easily short-circuits effective testing.

With this in mind, what shall we in the aviation training industry do to minimize trick questions? Order 8710-3D takes the first step by directing examiners to ensure that the questions they ask have answers found in references that should be familiar to you, the applicant. The federal aviation regulations, the Aeronautical Information Manual, the aircraft's approved flight manual, advisory circulars and handbooks listed in the Practical Test Standards, and similar, reliable sources hold the greatest authority. You and your flight instructor should delve deeply in them for the highest level of understanding. Still, that instruction addresses the source of, rather than the routing to, the correct answer. These are vastly different creatures! Meanwhile, the DPE must seek to judge the student's skills at the correlation and application levels through scenario questions.

Therefore, this is certain: Your examiner will ask some questions far beyond the rote level. Assuredly some rote-style questions will be there. These relax applicants, ensure that specific areas are covered, and use time efficiently. Sometimes, rote questions are the only option. Still, the FAA seems to admonish its DPEs ever more strongly each year to incorporate scenario questions to every extent possible. These exhortations open the door to potential trick questions. And, be assured, asking an examiner "Is this a trick question?" will rarely get one anywhere. Some examiners become irritated when asked this, and some become amused. Key to clearing confusion when answering weird questions is one's level of understanding of the question. If you do not understand a question, tell your examiner. During testing, ask that it be stated differently, for example. Even the best examiner has asked poorly worded questions from time to time. Such an event is not necessarily a trick question.

One thing to note carefully is the admonition that the correct answers to examiner testing must be available in regulations, airplane flight manual, or other references listed in the applicable PTS. A scenario question like "You shut down the airplane, and finish your postflight cockpit chores. You continue to hear a gyro spin. After how long would you become concerned that something might be wrong?" should clearly not be taken as a trick question. Even though the Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25) may not address gyro spindown, manufacturer supplements like Cessna's Pilot Safety and Warning Supplements often do. The two issues to consider in this situation are the purpose of the question, and the validity of the source in light of the examiner handbook's statement regarding answer sources.

Regarding the question's purpose--pilot awareness that even postflight an aircraft's systems may develop a dangerous fault--is an important aspect of pilot-in-command responsibility. Pilots who know by study, experience, or both, that general aviation gyro instruments may spin down for about 10 minutes after shutdown have a greater chance of discovering that an electrical fault may have developed should a gyro continue spinning. The question above might be slightly leading but would still be better than "How long do gyros take to spin down?" if the examiner's intent is to connect a hypothetical fault with awareness and airmanship. Because the question has no scenario, it could be considered "trick" if the examiner intends it to discern an advanced level of knowledge. The short version tests only to the rote level in any case.

Then, the second aspect of the question appears. Since the answer is in a manufacturer supplement not listed in the PTS, does it meet the intent of the examiner handbook's statement? Because the source is a manufacturer source, presented in supplement form even though bound separately from the pilot's information manual, it is likely that most flight standards district offices would support it as a source. Again, this would not likely be a trick question in most examiners' minds.

Hopefully, this has cleared up questions about trick questions. By the way, what song would an impatient cargo pilot sing if the cargo arrived at the aircraft at precisely 0001 local time under a star-spangled sky? "It Came Upon a Midnight Clear." (I just wanted to confirm that you understood the 24-hour clock.) Trick question!

Dave Wilkerson is a designated pilot examiner, writer/photographer, and historian. He has been a certificated flight instructor since 1981 with approximately 2,000 hours of dual instruction, and is a single- and multiengine commercial-rated pilot.