Frequently Asked Questions

Has the inoperative flux capacitor been handled in accordance with 14 CFR 91.213?

✓ If yes — your aircraft is still airworthy, and we can conduct the test.

✗ If no — your aircraft is not airworthy, and we cannot conduct the test.

Is the flux capacitor required to conduct any maneuver for the practical test in accordance with the ACS / PTS?

✓ If no — we can conduct the test.

✗ If yes — no, we cannot.

It's not that I don't want to help; but the weather decision is up to the Pilot in Command and their personal minimums, comfort level for performing the required maneuvers, and ensuring that the flight is conducted in accordance with the applicable Federal Aviation Regulations. Plus, it is a great way to evaluate Aeronautical Decision Making.

If a Letter of Discontinuance is issued due to the applicant's poor weather decision on the day of the practical test, additional fees will apply to complete the test.

I am not allowed to start a Practical Test that we will not be able to complete in the same day.

You are the Pilot in Command. If you do not have instrument privileges, then you cannot legally file an IFR flight plan and fly IMC.

No one may sit in on the practical test except an FAA representative that has a reason to do so. They have the right to show up to any practical test without notifying either of us — normally to evaluate me conducting my duties. I can assure you it will make no difference in how I conduct the test.

There is a limit, though, and you should not have to look up many answers. You should also have a general idea of where to look — there is a time limit to finding an answer.

The answers you look up should not be items required to be known during aircraft operation.

I want you to perform during the practical test the way you would perform during any flight. If you would normally use an EFB, then do so. Just be sure your data is current and have a plan if your electronic flight bag fails or you lose GPS signal.

Just be sure that the data used to make the weight and balance on your EFB is for the aircraft you are flying that day. Also, know where the information comes from and how to make changes if necessary.

As an examiner I blocked out my day and did a large amount of work to prepare, and there is still more paperwork after a Notice of Disapproval is issued. Be sure you discuss this with your flight instructor — they recommended you for the practical exam and endorsed your logbook certifying that you are prepared. It might be a good idea for your flight instructor to agree to pay for any retest.

Again, as an examiner I blocked out my day and did a large amount of work to prepare, and there is still more paperwork after a Letter of Discontinuance is issued. A Letter of Discontinuance is not a negative action in a pilot's record, but it will require more time and work on my part to complete such an exam. I will do my best to ensure we can meet once again to finish your exam during the Letter of Discontinuance period, but the time and effort to make that happen must be accounted for. In cases where weather is unforecast, this fee may be waived.

You may cancel at any time for no fee before exam day. Any cancellation on exam day will result in a charge of $150 for exams at KSRC. If I am traveling to you, any cancellation on exam day will result in a charge of $150/hr for my travel to/from your location and any time spent at your location (1 hour minimum charge).

Double the work is being done on my part and it is no different than if I had two applicants in one day.

Like many DPEs, my schedule stays very full. Most examiners maintain full-time professional careers alongside their DPE responsibilities, and I am no exception. My work schedule is typically finalized by the 26th of each month, at which point I release available dates for Practical Exams. Those dates tend to fill up quickly, so I encourage applicants to check back regularly and book as soon as a suitable date becomes available.