Print the "Appointment Checklist" PDF below and use it to organize your materials for the checkride. Note that some items are not applicable to every checkride: e.g. graduation certificate for a Part 61 applicant, or IFR aircraft inspections for a private pilot checkride. The applicant does not need to bring the checklist to the checkride: https://www.njsflight.com/s/Appointment-Checklist-v2.pdf
Download the “Applicant Data Form” PDF below and complete all fields using Adobe Acrobat Reader, a free download: https://www.njsflight.com/s/Applicant-Data-Form-nwxc.pdf
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[Weight and Balance/ Cross-Country Flight Planning]
- Many checkrides require a pre-planned cross-country flight be assigned. If this is the case, two sets of weight and balance data must be calculated:
One for the planned cross-country with an assigned (by me) passenger and baggage load, and as much fuel as could be loaded in the assigned scenario, and;
One for the actual checkride loading conditions. For actual weight and balance purposes, I am 180 pounds, and will have a 10 pound bag with me. Please have the aircraft fully fueled, if this is possible given WB restrictions.
[Helpful Information]
- I only conduct checkrides in aircraft with functioning shoulder harnesses in the front seats.
- All checkrides are conducted according to the applicable airman certification standards (ACS). It is imperative that the instructor and applicant are intimately familiar with the content of the current ACS to be properly prepared for the checkride. Please note that the contents of ACS change frequently. ACS can be downloaded for free from the FAA website here: https://www.faa.gov/training_testing/testing/acs/
- Some checkrides required examination of airport signs and markings. I typically ask questions from this FAA publication: https://www.njsflight.com/s/Runway-signs-and-markings.pdf
- Reminder for instrument rating checkrides. The ACS requires that:
- If the aircraft has an IFR GPS unit, the database must be current, and one of the non-precision approaches must be a GPS/ RNAV approach.
- If the aircraft has an autopilot, one of the non-precision approaches must be flown via the autopilot.
- One of the non-precision approaches must be flown without the use of the primary flight instrument indicators. For conventional instrumented aircraft this will typically be accomplished by failure of aircraft vacuum system, or attitude indicator alone if the AI is electrically powered. For glass cockpit aircraft, this will be accomplished by simulating failure of the primary flight display (PFD).
[Special note for instructors on endorsements]
For most checkrides, two logbook/ training record endorsements are required by the FAA:
- One is required by part 61.39(6), and must include specific language. An example of an endorsement that contains all the required language is:
"I certify that ________________________ has received and logged training time within 2 calendar months preceding the month of application in preparation for the practical test; is prepared for the required practical test; and has demonstrated satisfactory knowledge of the subject areas in which the applicant was deficient on the airman knowledge test."
- The other is required by the section of FAR 61 that is relevant to the rating being applied for. Using the example of a Private Pilot applicant, the relevant FAR is 61.103(f), and an example of a compliant endorsement is:
"I certify that I conducted the training in the areas of operation listed in §61.107(b) of this part that apply to the aircraft rating sought; and certify that ______________________ is prepared for the required practical test."
- If all of the required pieces are not present, the checkride can not begin. In particular, the language I find most often missing is either the certification relating to training in the past 2 months, or the language stating the applicant is now satisfactory in the areas that were deficient on the knowledge exam. Please do NOT simply use the blank endorsements commonly found in the back of logbooks without confirming they are complete.
PVT/ IR/ COMM single engine at:
BVY: $950
Other airports: $1000/ up, depending on distance, please contact me for specifics.
ATP (piston aircraft) at:
BVY: $1200
Other airports: $1250/ up, depending on distance, please contact me for specifics.
Retest:
If both oral and flight need to be reexamined, the fee is the full rate.
If only the flight needs to be reexamined, the fee is:
BVY: $700
Other airports: $750/ up, depending on distance, please contact me for specifics.
The answers below are general guidance for checkride applicants. Requirements, fees, and procedures vary by examiner, certificate, and region — always confirm the specifics directly with your DPE before scheduling.
A checkride — officially, an FAA practical test — is the final evaluation for a pilot certificate or rating. It's conducted by an FAA Designated Pilot Examiner (DPE) and has two parts: an oral examination covering knowledge and decision-making, followed by a flight portion where you demonstrate the required maneuvers and skills. The examiner evaluates you against the FAA's Airman Certification Standards (ACS) for the certificate or rating you're seeking. It's an evaluation, not a lesson — examiners verify that you already meet the standard.
Your FTN is the FAA Tracking Number assigned to you in IACRA, the FAA's online certification system. You'll need it to schedule most checkrides. To find it, log in to iacra.faa.gov — your FTN is usually displayed in the upper-left area of your main account page. If you've ever taken an FAA knowledge test, you already have an FTN; use the same one for everything.
The Application ID identifies the specific certificate or rating application you've started in IACRA for this test. Your application must be completed, submitted, and signed off by your recommending instructor before the practical test can begin — and many examiners require it at least 24–48 hours in advance. Log in to iacra.faa.gov to find your Application ID, and confirm your examiner's deadline when you schedule.
Plan to bring: a government-issued photo ID, your medical certificate, your pilot certificate (if you hold one), your airman knowledge test report, and your logbook with all required endorsements. One detail that trips up more applicants than you'd expect: your name must match exactly across all of these documents. A mismatch between your driver's license, medical, and IACRA application can stop a test before it starts — check this early, not the night before.
Your instructor must certify in your logbook that you've received the required training and are prepared for the practical test, per the current ACS and the endorsement guidance in FAA Advisory Circular 61-65. The exact set depends on the certificate or rating you're seeking. Before scheduling, sit down with your instructor and verify every required endorsement is present and correctly worded — missing or incorrectly written endorsements are among the most common reasons a checkride can't begin.
The test can't begin. If a required document, endorsement, or eligibility item is missing when the examiner does their pre-test review, the checkride typically won't proceed — you may lose the appointment slot, may owe some or all of the examiner's fee, and will have to reschedule (often weeks out, given examiner availability). This is the single most preventable checkride failure. Review your documents with your instructor well before test day, and ask your examiner ahead of time exactly what they need from you and when.
Earlier than you think. In most regions, demand for checkrides exceeds examiner availability, and booking several weeks to a few months ahead is common. Weather rescheduling is also a normal part of the process, so build buffer into your timeline — especially if you're working against a deadline like a Part 141 graduation window or a job start date. Reaching out early also gives you time to complete the examiner's pre-test requirements properly.
Either works. If you use a digital logbook (like ForeFlight), examiners will often ask you to send the generated summary reports — they pull your totals and experience together cleanly. If you use a paper logbook, organize it before you submit anything: tab or flag your endorsements, make sure entries are legible, and be ready to locate specific flights quickly. Whatever format you use, your examiner will likely ask for copies in advance — clear photos or PDFs of the relevant pages.
Not necessarily. The aircraft must meet FAA requirements and be appropriate for the certificate or rating sought. If you're planning to test in a Light-Sport, Experimental, or otherwise non-standard aircraft, contact your examiner before scheduling — many require advance review of the aircraft's certification basis, equipment, and documentation, and some aircraft may not be accepted for certain tests even if they're airworthy and legal to fly. Confirm aircraft suitability with your DPE before you commit to payment or travel arrangements.
Examiner fees vary by region and by certificate or rating — there's no standard national rate, so ask when you schedule. Most examiners treat cancellations differently depending on cause: rescheduling well in advance (or for weather) is often accommodated without penalty, while a test that can't begin on the day because of missing documents or eligibility problems may cost you some or all of the fee. Confirm your examiner's fee, payment method, and cancellation policy up front.
When you're nearly ready — not when you're hoping to be ready by then. A checkride is an evaluation, not a training session: the examiner won't teach, coach, or fix paperwork on test day. The right time to book is when your instructor agrees you meet the ACS standard and your documents and endorsements are in order. Scheduling before you're ready risks a discontinued test, lost fees, and a rescheduling delay measured in weeks.
They're different outcomes with different consequences. A test that never begins (because of missing documents or eligibility issues) or is discontinued partway (for weather, aircraft problems, or other circumstances) is not the same as a failed test — what carries over, what must be repeated, and how retesting works differ by situation. If your test is discontinued or unsatisfactory, your examiner will explain exactly where you stand and what the retest requires. Your instructor can also walk you through the applicable rules (14 CFR §61.49 covers retesting after a failure).
