Over the years the price of everything has risen. When I started conducting practical tests in
1999, my fee was $150. I charged half price for re-tests and nothing for discontinuances. Eventually I raised my
price to $200 and when I started flying all over the district, I raised the price to $250 where it stayed for
quite some time. In 2005 the price went to $300 and in 2008 to $350 where it is now. Here is how the fee is
charged:
When we meet on the day of the test, the first task in front of us is to determine that we have all
the required components for the test. These include the required and properly logged flight experience and the
correct endorsements from an authorized flight instructor. Final
Test Preparation Advisory Circular on Endorsements, We also have to see
a valid photo ID issued by a government (with signature), written test results, and a properly filled out
IACRA application. When all has been verified, I will give a short pre-test
briefing. After asking for questions, I will collect my fee and write a receipt. Cash or check is OK.
In the case where an applicant does not meet the required flight experience for the test, or there
is some other deficit in documentation that we are unable to correct in order to start the test, I will not
collect my testing fee. Instead, I will collect a fee of $175 for consultation and assistance.
In the case where the test is delayed by more than 45 minutes in order for the applicant to
retrieve paperwork, ID, flight plan, money, or whatever, I will charge $50 and an additional $50 for each additional hour it takes to fix the application or whatever. The question does come up, "Well Charlie, what
if you are late? If I am late because I overslept, forgot the appointment, or some other illegitimate reason, I will
credit $50 per hour for each hour I am late. If I am late due to weather delays, delays due to my previous
appointment running long, or other normal test related problems, I will not credit the applicant for the
delay. This surcharge is used only when I have to wait or work, for errors to be resolved in order
to start the test, and this delay lasts at least 45 minutes.
In the case where the test is discontinued for a legitimate weather reason, an un-airworthy
airplane, or a sick applicant, I will charge $100 to return on a different day to complete the test. Crosswinds
that are within the demonstrated crosswind component of the testing aircraft are not considered a legitimate
weather reason for discontinuance. The above fee will be charged if I am able to finish the test on a day where I
am conducting other tests in the area. If not, the fee will be $200 if I return to only finish the discontinued
test.
In the case where a test is unsatisfactory and some or all areas of operation must be repeated, I will charge a full
fee of $350 for the re-test. Earlier I mentioned that I used to charge half price for re-tests. I did this because
often the re-test takes less time, and I wanted to be fair to the applicant. Unfortunately after years of this
policy, I determined that several unintended negative consequences can and do result.
Flying is fun, but it is also very serious business. Applicants should approach a practical test
with enough preparation so that they and their instructors are highly confident that the test will end
successfully. Most of the time, this will yield a positive outcome on any practical test. There are few guarantees in life and it is impossible to be 100% sure of passing a fair test. The
guarantee I make though, is that I do everything possible to keep the applicant relaxed and focused. I start every
test expecting to see a positive result. I do what I can to give an applicant the benefit of the doubt in cases
where disconnects occur. If a test is unsuccessful, I will spend all the time necessary to help the student
and the instructor develop a plan for success, if such input is desired.
I understand some people do disagree with a full price re-test policy. I feel that such a policy
supports quality training, quality examining, and the production of better and safer pilots.
Feel free to call me or email me with questions or concerns on the above.
pc12charlie@yahoo.com 956-793-9376 or 210-861-7355
QUESTION:
What is best, training under Part 141 in an FAA approved flight school, or
under Part 61 with an independent instructor. Also can you recommend a
good school or instructor?
ANSWER: You
can find both good and bad flight training at a 141 approved flight school
and also at a part 61 school or with an independent instructor. Under part
141 a student can complete training programs in less flight time (in
theory) and this may result in a cost savings especially for instrument
and commercial training.
No, we are
not allowed to recommend specific schools or instructors. There are
certainly many variables that can affect the outcome of a flight training
program, however one thing stands out that seems important to mention. In
my opinion, the one absolutely required element in any successful flight
training program besides a committed and interested student, is an
instructor who knows how, and is willing and able to take
co-responsibility with his student to get the job done. In other words,
the instructor must "take ownership" of the task of teaching the student
what he or she needs to learn to be a safe pilot, and also what he or she
needs to learn to pass the checkride. This instructor will prepare every
detail along the way to ensure that success is the likely outcome. This is
not to say that the student has no role in the process. it is certainly an
equal partnership between the student and the instructor. Neither will
succeed without the full commitment of the other.
With this
"committed instructor" a successful and efficient training program is
possible anywhere from the most basic operation that may be held together
with good will and safety wire, to the most advanced and well organized
school with new paint on the airplanes and a large advertisement in a
national magazine. Conversely, without the "committed instructor", the
training program will probably suffer at either operation. When providing
flight instruction, I always brief my students that it was their
responsibility to bring to my attention any problems or deficiencies that
they perceive in the training, and to fire me and find a different
instructor if I am unable to correct any difficulties that might arise.
One other
thing that I will mention, at the risk of offending some fine flight
training institutions. I am a fan of "pay as you go" training. Without
going into any gruesome details, I would urge any student pilot to be
careful when committing large sums of money in advance for training.
Verify just as you would when entering into any contractual agreement,
what you are paying, what you get, and what happens if unforeseen things
happen. There are reputable schools that offer more aggressively priced
programs based on a pay in advance option. It is in your best interest to
carefully verify all details before depositing money.
To summarize;
First, the most important element in a successful flight training program
is a committed instructor (not to imply institutionalized), and secondly
schools that require large sums of money up front deserve careful scrutiny
before signing on the dotted line.
QUESTION: I
am really nervous about my checkride. Is this normal?
ANSWER: Yes!
A practical test (as it is properly called) is a unique event in the lives
of most people; most people are apprehensive to say the least. This type
of testing is different than those tests that we all took in High School
or college, because it is performance testing. Being required to perform a
skill and to demonstration knowledge on demand to minimum tolerances is
enough to make anybody nervous.
QUESTION:
What is the best way to "get over" this nervous feeling before a checkride.
ANSWER: To
some extent everyone will be nervous before a checkride. Even airline
captains that take checkrides every six months are often nervous. Some
people get testing anxiety to the point that it really can hurt their
performance on the test. My recommendation to very nervous testers is to
"over prepare" for the test. Take a little more time and root out every
topic and question that may be asked. The examiner might only cover a
fraction of what you know, but the solid foundation that is built by
really knowing the required topics thoroughly will carry you through the
checkride jitters better than anything else I know of.
QUESTION: Are
all examiners the same in their testing methods? Are some examiners
stricter than others?
ANSWER; Pilot
examiners, and FAA inspectors for that matter, are all people, and as a
result we all do things slightly differently. The practical test standard
for the test you are going to take lists all the required areas and tasks
that the examiner must cover. When a test is required, A legal pilot
certificate can only result from the successful completion of a legal
(i.e. complete) Checkride. To accomplish a legal checkride, the examiner
must test all the required tasks.
However,
examiners are individuals, and we all have different personalities, so
exactly how we test the required tasks may differ some, but not much. If
an applicant is well prepared he or she should have no trouble with any
examiner. Sometimes an examiner will have a run of bad luck and be
required to issue several notices of disapproval (pink slips) over a short
time. As a result applicants and instructors may become wary of this
examiner. I have seen this cycle of examiners falling in and out of favor
at different schools and it is natural. As I said earlier no well prepared
applicant should fear any particular examiner.
QUESTION:
Will there be shouting during my checkride? A friend told me that his
examiner yelled a lot during the test.
ANSWER: I
understand this question because during my private pilot checkride it
seemed like my examiner yelled at me for about two hours. In fact it may
have been my nerves that caused me to feel this way. The perceptions of
the applicant are not always the perceptions of the examiner. That said,
no it is not appropriate for the examiner to raise his or her voice during
the normal course of testing. In fact, it is my view that the examiner
should not indulge in any emotional outbursts, either positive or
negative.
QUESTION: I
am sure that during my checkride I was failed unfairly. I made a small
mistake and for this alone I was failed. I told the examiner that I
thought this was unfair, but he still failed me. Do I have any recourse?
ANSWER: First
of all, regardless of how you feel about why you failed your checkride,
probably the fastest way to put this behind you will be to get the
required training and re-test the maneuver. You can even do this with
another examiner if you think that you were treated unfairly. Secondly, if
you feel that you have a well founded grievance about your examiner and
the way that you were tested, you should contact the FAA Flight Standards
District office that has jurisdiction in your area, and speak to an
inspector about the situation. You should also write a letter to the same
office documenting everything that you can remember concerning the test
and the objectionable behavior. This won't get you your pilot certificate
but it is important if you feel like you have been treated unfairly.
QUESTION:
What is that funny looking airplane that you fly? How do you take off with
the nose on the ground like that?
ANSWER: Yes,
my airplane has been called almost everything, funny, silly, cool, which
way does it go etc. It is called a Long-EZ. It is Burt Rutan’s follow up
design to the VariEZE an example of which I owned before. I now fly, N97EZ
a long-EZ. Both airplanes are a Canard design and are built of composite
materials using moldless composite construction techniques that Rutan
pioneered. It is a homebuilt experimental airplane built by a great guy
named Joe Lacour. These airplanes are very efficient, low drag designs.
The nose gear is retractable and we also retract it for parking due to the
extreme aft CG the airplane has without a pilot in the front seat. It is a
two place airplane and is approved for IFR operations. It goes quite fast
on not too much avgas, so it makes very efficient transport for me to fly
around the district to conduct checkrides. My wife and I also travel far
away in N97EZ every chance we get. If you would like to learn more about
these great airplanes, check out a few websites:
www.ez.org and
www.glassovercast.com.
QUESTION: My
instructor says that I am ready for my checkride, but i am not sure he is
right. How can I make sure that I am really ready?
ANSWER:
First, your instructor should be a pretty good judge of your readiness for
the checkride. You don't feel like you can fly perfectly, so you don't
feel ready. This is normal but let me share a little secret. No pilots fly
perfectly, especially on checkrides. We all strive for perfection and
perhaps on occasion we get close. One of your instructors most important
roles is to asses your readiness for the checkride, just as he or she
judged your readiness to solo and to fly cross country. Work hard, tell
your instructor what you think, and ultimately listen to your instructor
when he or she says you are ready.
QUESTION: I
understand that I am required to use a checklist on the checkride. Do I
have to use it all the time? Can I ask you to read me the checklist during
normal testing?
ANSWER: You
are correct. The PTS for every practical test lists Checklist Usage as a
special emphasis area. It says something like "The applicant's use of the
checklist shall be evaluated throughout the flight". The paragraph goes
on to say that there are times when use of the written checklist is
inappropriate and may not be the safest way to complete the required
tasks, for instance in a low altitude emergency. In such a case the PTS
goes on to say that it would be appropriate for the applicant to complete
the required items from memory and verify that they have been completed
when circumstances allow. The PTS is clear on your second question. It
states that in an aircraft where there is only one required crew member,
that the applicant shall demonstrate single pilot competency. The PTS goes
on to say that the examiner shall not assist or advise the applicant in
any way, including handling charts or tuning radios. So this leaves no
room for the examiner to read the checklist during normal testing.
