Practical Test Standards: Testing for Sport Pilot in Weight Shift Control, Introduction

In an earlier post it was noted that all the references used to create the Practical Test Standard (PTS) were online through the FAA and the post provided links so any weight shift student pilot could access them when preparing for the oral portion of the practical exam.

Continuing in the same vein, some might find a review of the PTS subject areas with some sample answers helpful. This will give the student pilot who is preparing for the exam not only additional relevant information but also suggests a format for preparing their answers.

First a few general comments about taking an oral practical exam. The PTS is the standard by which we are all measured, so there is no getting around the knowledge areas specified in the PTS. I heard, especially during the transition period, many pilots complain that they have been flying safely for years and didn’t need any testing, just a check ride. Well the number of pink slips issued during that period argues differently.

During the exam never respond to a DPE’s question with “I don’t know”. That is the fastest route to a pink slip since you just admitted to the examiner that you lack important aviation related information. If you are asked a question and you freeze up just remember to ask the examiner to repeat or rephrase the question. This gives you a little bit more time to unfreeze your brain and in rephrasing the question the examiner may include different wording that will jar something loose in your mind allowing you to start formulating an answer.

Secondly, the PTS frequently uses the statement “the applicant exhibits knowledge of the elements….”. It does not say “all the knowledge of all the elements” nor does it say “every last detail shall be vomited forth from a applicant prostrated at the feet of the DPE”. Many people freeze up during oral exams, perhaps because of the lack of practice or perhaps trying to recall technical information in a testing situation is stressful. Whatever the reason the FAA realizes that committing mountains of information to memory is difficult for many pilots who fly only for pleasure. To circumvent this problem, during the practical exam the applicant is allowed to use reference materials (termed "appropriate publications" in the Applicants Practical Test Checklist, Section 1, pg 1-V) . No single person can remember the specific wording in the whole FAR or memorize all the reference materials. The regulations and other references are a result of years of work and revision so remembering them all is almost impossible. But it is important to have a working understanding of the regulations, especially the applicable portions referenced in the PTS. But how to organize the information? Some students respond to this information overload by tabbing every single important section in the FARs. This doesn’t really solve the problem since the end result in many cases is a FAR/AIM that looks like a Webster’s dictionary, there are so many tabs. Instead I would suggest outlining the PTS. Since it is the source of any question the DPE might ask, if you have prepared complete responses to each element of the PTS you are well on the way to answering any question put to you. In combination, the reference materials and a PTS outlined with the references and sample answers will be a powerful tool in tackling the oral portion of the exam.

Next: 1. Area of Operation: Preflight Preparation. A. Task: Certificates and Documents (WSCL and WSCS)

Sport Pilot Training - Maneuver checklist

In preparation for the Sport Pilot practical test students will have been practicing the PTS maneuvers, but it has been my experience that many can not remember the parameters of each maneuver. Whether it is the pressure to perform or they have not understood the maneuver it can become a problem. Everyone wants to shine when flying and not appear incompetent, especially to the Designated Pilot Examiner, so what methodology can be developed to help students with this problem?

The PTS requirements are straight forward and if the student finds they can not remember the names of the maneuvers or the parameters the solution is simple. Suggest they use something the FAA likes to their advantage. The FAA is big on checklists, they like checklists and believe them to be useful pilot tools. Unfortunately in open cockpit weight shift aircraft their usefulness can be debated but never the less there is nothing in the regulations I can find preventing a student from creating a PTS maneuver checklist and taping it to the dash or front tube. Have them put as much information on it as they like. Then during the practical test all they must do is follow the directions in front of them. In one fell swoop they have demonstrated good aeronautical decision making by using a check list and they have descriptions of the PTS maneuvers in front of them during the test. You can't make it any simpler than that. The other day I had another student who kept busting the maneuvers, I suggested he do this and it worked, he stayed within parameters. Eventually the student will remember the maneuver and not need the checklist crutch.

Nomenclature - Sport Pilot Training

Had an interesting experience this morning. I was flying with a student who was preparing for their practical test. We had been up for about 45 minutes and had completed a review of the Sport Pilot Weight Shift Control Practical Test Standards flight maneuvers in accordance with 61.311 in preparation for the practical test. I asked him to return to the field and demonstrate a steep approach for a landing with a specific touchdown point he could pick. Well, things got confused at that point since at mid field the student cut power and began a steep turning dive for the runway. "Well this is interesting" I thought. Since there was no other traffic in the vicinity lets see what happens. At about 20 feet over the runway I called for full power and the student immediately complied and climbed back out. Once back at pattern altitude I repeated my request for a Steep Approach for the landing and suggested the end of the runway might be more appropriate. The student continued downwind in the pattern announcing his landing spot but again cut power and began a steep turning dive. He rounded out, got centered over the runway, and touched down with a little bounce. Not to bad but not what I had requested. We went back to the hanger and discussed the maneuver. It turns out that he interpreted my request for a steep approach, which is defined by the Practical Test Standard, as a diving turning approach which he had never been taught. This resulted from the reading materials he had been using. His reading materials had been published during the transition period and the terminology was not 100% consistant with the PTS. While there are many resources available for student weight shift pilots the terminology found in the PTS is what counts during the flight portion of the Sport Pilot practical test. The DPE will ask for specific maneuvers with specific terminology. Failure to perform the maneuver according to the PTS will result in a pink slip. So the moral of the story is the PTS is the FAA’s guidebook, not something that was purchased since it may or may not have the correct terminology. Students should avail themselves of the resources the FAA provides when preparing for the practcial test. No pilot looks good in pink and the paperwork is a bitch.

I then went back to the house, showered and changed out of my soggy underwear. We will finish the landings review later.

Airspeed and Energy Management: The Difference Between Flying and Falling

Flying and falling are completely different sensations. Falling has a sickening gut wrenching vertical component while flying has a wind in your face horizontal component that feels relaxing. In most aircraft the difference between the 2 is marked on the airspeed indicator and student pilots are taught to keep track of airspeed and not to transgress the boundary while in the air. Aircraft with large speed envelops can fly pretty much at whatever speed they choose, but in weight shift control (WSC) aircraft it is a completely different proposition. There are really only 2 conditions a pilot can experience in the air, flying and not flying, and not flying translates into falling so an airspeed indicator is somewhat superfluous because most people can easily tell the difference without any training. Although found on many WSC aircraft they generally add to the flash and glitz of the aircraft but unless specified on the manufacturers minimum equipment list or required by the operating limitations it is not required on WSC light sport aircraft. In addition, unless calibrated, an airspeed indicator is of little use since indicated airspeed and calibrated airspeed can vary greatly, I‘ve seen 10-15 mph differences. When your cruise speed is 65 mph and stall is in the low 30’s a 10 mph difference is pretty large so many WSC pilots rely on the feel of the aircraft and bar position to gauge airspeed generally asking themselves “do I have good control authority?” Which translates to “am I going fast enough to avoid that sickening gut wrenching feeling of falling“? If flying straight and level at cruise power there is little concern but slow flight and stalls (both part of the practical) require the pilot to know their airspeed and avoid falling (or arrest the fall in the case of stalls).

Since an airspeed indicator is required for the practical test a candidate will have to watch this instrument to maintain airspeeds within the parameters defined in the PTS during the flight portion of the practical.
Also, if your someone who flies around with the bar pulled in and a higher throttle setting then you will probably be cruising at a speed higher than the manufacturers maneuvering speed. When you hit rough conditions and want to avoid overstressing the airframe it might be a good idea to let the bar to trim and go with the flow.

Finally landings, how fast should they be?, well fast enough. Again good control authority is required to keep a landing from becoming a low altitude fall. And remember gravity always wins , so don‘t sweat the program.

Practical Test Standard References

Practical Test Standard References

I have tracked down links to all the references used in creating the PTS. You can find all the information covered in the PTS by following each link to the FAA resource. Download the material and save it on your computer. After reviewing the applicable material you can create answers based on FAA material for every bullet point in the PTS. This allows you to create answers ahead of time for the oral portion of the practical test. If you take your laptop with this material to the test you will be prepared with all the resources you need to answer the Designated Pilot Examiners questions and successfully complete the oral portion of the test.


14 CFR part 43 Maintenance, Preventive, Maintenance, Rebuilding, and Alteration

14 CFR part 61 Certification: Pilots, Flight Instructors, and Ground Instructors

14 CFR part 67 Medical Standards Certification

14 CFR part 71 Designation of class A, B, C, D, and E airspace

14 CFR part 91 General Operating and Flight Rules

AC 00-6 Aviation Weather

AC 00-45 Aviation Weather Services

AC 60-22 Aeronautical Decision Making

AC 60-28 English Language Skill Standards

AC 61-65 Certification: Pilot and Flight Instructors and Ground Instructors

AC 61-67 Stall and Spin Awareness Training

AC 61-84 Role of Preflight Preparation

AC 61-134 General Aviation Controlled Flight Into Terrain Awareness

AC 90-23 Aircraft Wake Turbulence

AC 90-48 Pilots’ Role in Collision Avoidance

AC 90-66 Recommended Standard Traffic Patterns and Practices for Aeronautical Operations At Airports Without Operating Control Towers

AC 91-69 Seaplane Safety for FAR Part 91 Operations

AC 120-51 Crew Resource Management Training

FAA-H-8083-1 Aircraft Weight and Balance Handbook

FAA-H-8083-3 Airplane Flying Handbook

FAA-H-8083-9 Aviation Instructor’s Handbook

FAA-H-8083-13 Glider Flying Handbook

FAA-H-8083-15 Instrument Flying Handbook

FAA-H-8083-23 Seaplane, Skiplane, and Float/Ski Equipped Helicopter Flying Handbook

FAA-H-8083-25 Pilot’s Handbook of Aeronautical Knowledge

AIM Aeronautical Information Manual

AFD Airport/Facility Directory

AFM Aircraft Flight Manual

NOTAMs Notices to Airmen

Other Pilot Operating Handbook/
FAA-Approved Flight Manual
Aeronautical Navigation Charts
Seaplane Supplement
Powered Parachute Bible
Weight Shift Control Aviation Handbook