Private Pilot—Rotorcraft Practical Test Prerequisites
An applicant for the Private Pilot Rotorcraft Practical Test is required by
14 CFR part 61 to:
1. be at least 17 years of age;
2. be able to read, speak, write, and understand the English language.
If there is a doubt, use AC 60-28, English Language Skill tandards;
3. have passed the appropriate private pilot knowledge test since the
beginning of the 24th month before the month in which practical
test is completed have satisfactorily accomplished the required
training and obtained the aeronautical experience prescribed;
4. possess at least a current Third-Class Medical Certificate;
5. have an endorsement from an authorized instructor certifying that
the applicant has received and logged training time within 60 days
preceding the date of application; and
6. also have an endorsement certifying that the applicant has
demonstrated satisfactory knowledge of the subject areas in which
the applicant was deficient on the airman knowledge test.
Aircraft and Equipment Required for the Practical Test
The private pilot rotorcraft applicant is required by 14 CFR part 61, section
61.45 to provide an airworthy, certificated aircraft for use during the practical
test. This section further requires that the aircraft must:
1. be of U.S., foreign or military registry of the same category, class,
and type, if applicable, for the certificate and/or rating for which the
applicant is applying;
2. have fully functioning dual controls, except as provided in 14 CFR
part 61, section 61.45(c) and (e); and
3. be capable of performing ALL AREAS OF OPERATION appropriate
to the rating sought and have no operating limitations, which
prohibit its use in any of the AREAS OF OPERATION, required for
the practical test.
Flight Instructor Responsibility
An appropriately rated flight instructor is responsible for training the private
pilot applicant to acceptable standards in ALL subject matter areas,
procedures, and maneuvers included in the TASKS within the appropriate
Private Pilot Practical Test Standard.
Because of the impact of their teaching activities in developing safe,
proficient pilots, flight instructors should exhibit a high level of knowledge,
skill, and the ability to impart that knowledge and skill to students.
Additionally, the flight instructor must certify that the applicant is able to
perform safely as a private pilot and is competent to pass the required
practical test.
Throughout the applicant’s training, the flight instructor is responsible for
emphasizing the performance of effective visual scanning, collision
avoidance, and runway incursion avoidance procedures. These areas are
covered, in part, in AC 90-48, Pilot’s Role in Collision Avoidance; FAA-H-
8083-25, Pilot’s Handbook of Aeronautical Knowledge; and the
Aeronautical Information Manual.
Examiner Responsibility
The examiner conducting the practical test is responsible for determining
that the applicant meets the acceptable standards of knowledge and skill
of each TASK within the appropriate practical test standard. Since there
is no formal division between the “oral” and “skill” portions of the practical
test, this becomes an ongoing process throughout the test. Oral
questioning, to determine the applicant’s knowledge of TASKs and related
safety factors, should be used judiciously at all times, especially during
the flight portion of the practical test.
Examiners shall test to the greatest extent practicable the applicant’s
correlative abilities rather than mere rote enumeration of facts throughout
the practical test.
If the examiner determines that a TASK is incomplete, or the outcome
uncertain, the examiner may require the applicant to repeat that TASK, or
portions of that TASK. This provision has been made in the interest of
fairness and does not mean that instruction, practice, or the repeating of
an unsatisfactory TASK is permitted during the certification process.
Throughout the flight portion of the practical test, the examiner shall
evaluate the applicant’s use of visual scanning and collision avoidance
procedures.
Satisfactory Performance
Satisfactory performance to meet the requirements for certification is based
on the applicant’s ability to safely:
1. perform the TASKs specified in the AREAS OF OPERATION for
the certificate or rating sought within the approved standards;
2. demonstrate mastery of the aircraft with the successful outcome of
each TASK performed never seriously in doubt;
3. demonstrate satisfactory proficiency and competency within the
approved standards;
4. demonstrate sound judgment and ADM; and
5. demonstrate single-pilot competence if the aircraft is type certificated
for single-pilot operations.
Unsatisfactory Performance
The tolerances represent the performance expected in good flying
conditions. If, in the judgment of the examiner, the applicant does not
meet the standards of performance of any TASK performed, the associated
AREA OF OPERATION is failed and therefore, the practical test is failed.
The examiner or applicant may discontinue the test at any time when the
failure of an AREA OF OPERATION makes the applicant ineligible for the
certificate or rating sought. The test may be continued ONLY with the
consent of the applicant. If the test is discontinued, the applicant is
entitled credit for only those AREAS OF OPERATION and their associated
TASKs satisfactorily performed. However, during the retest and at the
discretion of the examiner, any TASK may be re-evaluated including those
previously passed.
Typical areas of unsatisfactory performance and grounds for disqualification
are:
1. Any action or lack of action by the applicant that requires corrective
intervention by the examiner to maintain safe flight.
2. Failure to use proper and effective visual scanning techniques to
clear the area before and while performing maneuvers.
3. Consistently exceeding tolerances stated in the Objectives.
4. Failure to take prompt corrective action when tolerances are
exceeded.
When a disapproval notice is issued, the examiner shall record the
applicant’s unsatisfactory performance in terms of AREA OF OPERATIONS
and specific TASK(s) not meeting the standard appropriate to the practical
test conducted. The AREA(s) OF OPERATION/TASK(s) not tested and
the number of practical test failures shall also be recorded. If the applicant
fails the practical test because of a special emphasis area, the Notice of
Disapproval shall indicate the associated TASK. i.e.: AREA OF
OPERATION VIII, Settling-With-Power, failure to use proper collision
avoidance procedures.
Letter of Discontinuance
When a practical test is discontinued for reasons other than unsatisfactory
performance (i.e., equipment failure, weather, or illness) FAA Form 8700-1,
Airman Certificate and/or Rating Application, and, if applicable, the Airman
Knowledge Test Report, shall be returned to the applicant. The examiner
at that time shall prepare, sign, and issue a Letter of Discontinuance to
the applicant. The Letter of Discontinuance should identify the AREAS
OF OPERATION and their associated TASKs of the practical test that
were successfully completed. The applicant shall be advised that the Letter
of Discontinuance shall be presented to the examiner when the practical
test is resumed, and made part of the certification file.
Aeronautical Decision Making and Risk Management
The examiner shall evaluate the applicant’s ability throughout the practical
test to use good aeronautical decision-making procedures in order to
evaluate risks. The examiner shall accomplish this requirement by
developing scenarios that incorporate as many TASKs as possible to
evaluate the applicants risk management in making safe aeronautical
decisions. For example, the examiner may develop a scenario that
incorporates weather decisions and performance planning.
The applicant’s ability to utilize all the assets available in making a risk
analysis to determine the safest course of action is essential for satisfactory
performance. The scenarios should be realistic and within the capabilities
of the aircraft used for the practical test.
Single-Pilot Resource Management
Single-Pilot Resource Management refers to the effective use of ALL
available resources: human resources, hardware, and information. It is
similar to Crew Resource Management (CRM) procedures that are being
emphasized in multi-crewmember operations except that only one
crewmember (the pilot) is involved. Human resources “...includes all other
groups routinely working with the pilot who are involved in decisions that
are required to operate a flight safely. These groups include, but are not
limited to: dispatchers, weather briefers, maintenance personnel, and air
traffic controllers.” Pilot Resource Management is not a single TASK; it is
a set of skill competencies that must be evident in all TASKs in this practical
test standard as applied to single-pilot operation.
Applicant’s Use of Checklists
Throughout the practical test, the applicant is evaluated on the use of an
appropriate checklist. Proper use is dependent on the specific TASK being
evaluated. The situation may be such that the use of the checklist, while
accomplishing the elements of an Objective, would be either unsafe or
impractical, especially in a single-pilot operation. In this case, a review of
the checklist after the elements have been accomplished, would be
appropriate. Division of attention and proper visual scanning should be
considered when using a checklist.
Use of Distractions During Practical Tests
Numerous studies indicate that many accidents have occurred when the
pilot has been distracted during critical phases of flight. To evaluate the
applicant’s ability to utilize proper control technique while dividing attention
both inside and/or outside the cockpit, the examiner shall cause a realistic
distraction during the flight portion of the practical test to evaluate the
applicant’s ability to divide attention while maintaining safe flight.
Positive Exchange of Flight Controls
During flight, there must always be a clear understanding between pilots
of who has control of the aircraft. Prior to flight, a briefing should be
conducted that includes the procedure for the exchange of flight controls.
A positive three-step process in the exchange of flight controls between
pilots is a proven procedure and one that is strongly recommended.
When one pilot wishes to give the other pilot control of the aircraft, he or
she will say, “You have the flight controls.” The other pilot acknowledges
immediately by saying, “I have the flight controls.” The first pilot again
says “You have the flight controls.” When control is returned to the first
pilot, follow the same procedure. A visual check is recommended to verify
that the exchange has occurred. There should never be any doubt as to
who is flying the aircraft.
