EP 16 There Is A Practical Test At The End Of Your Training

Hogs Daily Brief. There is a test called a checkride at the end of your training. Chris brought this one up this morning. And when you're just starting out, people, we throw around this term all the time. Checkride. But we throw that term around before we even really tell a person what is a checkride, they don't know. And we talk about dual training and you're gonna have to solo. We talk about all these different things. But Chris said, hey, let's do a video on there is a test at the time your training. So elaborate a little more on that for us. Christopher Hauser.

So when we're, when we're doing our training, when I'm getting, when I'm teaching someone, we're going by what we call the practical test standards. There's a booklet that tells me what my student has to fly the maneuver. It gives me the tolerances of each maneuver and we're flying to that standard. So at the very end of all this training, the student, I'm the instructor at the very end, the student goes to what we call the design designated pilot examiner, the dpe. And you might see a DP on here later getting quizzed by Kenny here. Anyway, coming up, coming up. So anyway, at the end of the training, when we decide that it's that the student and instructor feel that the student is ready, then we'll schedule him for the practical test standards, what we call the checkride with the examiner. So he will go to the examiner, the examiner will come to him. It's probably someone that he has never met before. So that's making you nervous. At least here at Goshen, our examiner is right here. So a lot of times my students will meet the examiner two or three times before they even go.

Sure.

But anyway, yes, at the end, when you're finished with the training, when you got everything done, you're going to go to what we call what we call as the checkride. And that's what the dpe, who will examine or who will administer the test. And it's nothing new. You're not going to see anything new that we have not done before if.

Your instructor has properly prepared you.

That is true. That is correct. Correct. But the examiner is not going to surprise a maneuver on you. He's not going to ask you something that he's only going to ask you things that you should know. And again, I don't send my students unless I know that you're ready for it. But yeah. So some people don't understand that. Yes, you train with me. The entire time. But at the end, I don't just sign you off and say, okay, you got your license, you actually have to go take what we call the checkride with an examiner. And he will administer and he'll just go right through the maneuvers, everything that we've been doing. I should say that before you actually do the flying though, that there is an oral exam or an oral session, that the examiner will talk to you. You may spend an hour in there, you might spend three hours. It all depends on how well you've studied and how he likes the questions or your answers. So, yeah, you'll train. At the end of the training, when you're ready, I will sign your book, you're ready to go take the checkride, and from there you will then go to an examiner and he will administer tests. And again, it could be, if it's your initial, you may have a two hour oral and then an hour flight. Or if it's not going so well, you might, you know, you might be in there for three hours and doing your oral and you might. And then you'll go fly for an hour, hour and a half. It all kind of, it all kind of depends.

We had a member that just had one there, it was 36 minutes. Or you might be in there all damn day. We've heard of all day checkrides. Yeah, but pointing out the oral test, this is the point of helicop ground school. The flying is the easy part, all the ground knowledge is the hard part. And if you don't pass the test sitting across the table with the guy one on one, you don't get to fly. That's why the ground is so important. I'll just add one thing that was good, Chris. There's a difference between what they call an FAA designated examiner or an FAA examiner. An FAA examiner works for the faa. He's not getting paid, but more than likely he's probably going to want to spend the majority of the day. There could be, maybe not. A guy that's a designated, he doesn't work directly for the faa. He's probably got another job, but the FAA allows him to go submit these tests. But this guy, you have to pay. That's the only reason I'm telling you this is from my experience, the FAA examiner, he was definitely tougher than the designated examiner. And people, this probably shouldn't be that way. But let's be transparent here. But in real world, but free.

Let me get this straight. If I remember right, if you take, you could take your CheckRide with the FAA guy, which is free, but he's probably going to be a lot tougher and a lot longer. Checkride, or you can take your checkride with a designated pilot examiner, dpe, who doesn't work for the faa. You will have to pay him. Yes, but the checkride might be a little, you know, smoother, maybe.

Let's. Let's use that terminology. Might be a little smoother. I failed my first private pilot checkride, and I took it with the FAA examiner. Nice guy, but he was tough, man. He was. Whoo. He was a doozy. And I got it, though, after he failed me, you know, he said. And he gave me plenty of chances. I'll give him credit. At one point, he says, let's stop the test. Let's go outside and just chill for a minute. And he gave me the opportunity to calm down, and then he goes, okay, you feel better now? We've talked a little bit. Yeah, let's go in and continue. At a certain point, he just had to stop it. And he said, I don't want to come to your accident. He said, when I ask you a question. And he used the example selling with power. Back when I started, we would say 30, 20, 10, because that was the general rule back then. It was airspeed less than 10. Now we say airspeed less than ETL, but he's like, if I ask you about selling those power, I want to hear 30, 20, 10. You know, rate is set, 300ft per minute or greater using 20 to 100% of power. Airspeed less than 10. I want to hear it. Boom, boom, boom. I don't want you to stumble on your answers, because if you're stumbling here with me across the table, what are you going to do when you're in the aircraft alone and something happens? I understood it. The failure hurt, it sucked. And I didn't go back for six months. But good news is, I went back, started training again, aced the next one, and here I am years later, and I make a living teaching ground school and flying. And that failure was a part of it. That failure was a part of my whole entire career and livelihood. Without that failure, I'm sure I'd be doing something different. Quick radio calls. Goshen traffic helicopter 763 share tail three mile final two seven. Goshen. All right, if our cameras are still rolling.

Yeah, that one. Did you see the low battery came on?

That's why I was pointing at. Yep, I almost stopped, but this one is still going, and that one's still going. So I'll finish that one up. All right. So that's going to wrap up today's helicopter online ground school daily flight brief. We're gonna keep it a secret for what's coming up next, okay? But we'll be sure and make it extremely cool and extremely fun and exciting. You're gonna be so blown away by the end of the next one, it won't even be funny.

A lot of pressure.

That is a lot of pressure. All right, going in for a landing. Time to go eat. We'll see you in the next video after you subscribe. Little bell. That will be. That way you will be notified of the next and every other Pogs Daily Brief. Oh, yeah, by the way, pugsdailybrief.com create a easy link to go to the playlist.05 Victors turning left downwind for 2.7goanief.com Peace out. Go traffic copter 3s short final 27. That's a lot of talking. That was good.

A little bit longer, I think. I think we've got some good information in there. People want to. Like I said, people like to hear real life story.