Frequently asked questions

Important Disclaimer, please read

The opinions presented this FAQ are based on the regulations, FAA Order 8900.1, Volume 5, Chapter 2, letters of interpretation from the FAA Legal Counsel, and from direction provided by AFS800 General Aviation and Commercial Division.

Many Designated Pilot Examiners (DPE) have their own ideas about interpreting 14 CFR 61 and some DPEs choose to ignore letters of legal interpretation from the FAA Legal Counsel. I can offer no guarantees that your DPE will agree with the information presented here.

Aircraft & Airworthiness

Can I bring an aircraft to the test if it has inoperative equipment?
Yes, provided the equipment is not required by:
14 CFR 61.45 or 14 CFR 91.205, or
The Kinds of Operation Equipment List (if one is defined in the aircraft’s flight manual), or
The aircraft’s equipment list, or
The aircraft’s type certificate data sheet (TCDS), or
An Airworthiness Directive
Inoperative equipment must be handled in accordance with 14 CFR 91.213:
Inoperative equipment must be removed or deactivated by a person authorized by 14 CFR 43.3
Deactivation of inoperative equipment is not preventive maintenance
The equipment must be placarded as inoperative
An authorized person must make a maintenance record entry as required by 14 CFR 43.9

If there is no maintenance entry describing the handling of the inoperative equipment and approving the aircraft for return to service, we will not be able to start your practical test and you will have to reschedule.
Does inoperative equipment need to be inspected and documented for 100 hour and annual inspections?
Yes! If the owner/operator does not plan to remove, repair, or replace inoperative equipment installed in the aircraft, 14 CFR 91.405 requires that inoperative equipment be inspected and documented at each required inspection. Maintenance entries for 100 hour or annual inspections should state that inoperative equipment was inspected and that equipment has been deactivated (or removed) and placarded in accordance with 14 CFR 43.11(d) and 14 CFR 91.213.
The ink signature on the airworthiness certificate for the aircraft I plan to use is no longer visible. Is that a problem?
Yes it is a problem. The guidance examiners have been given is that if the inspector’s signature is no longer visible on the airworthiness certificate, the certificate is no longer valid and the aircraft is no longer airworthy.
How do I get a replacement airworthiness certificate?
Take or photo or scan of the current airworthiness certificate.
Prepare a letter explaining why you need a replacement airworthiness certificate, print that letter, sign it, and scan or photograph it.
Go to the Airworthiness Certification (AWC) - Applicant Portal.
Click on New User Sign-Up.
Fill in your name, address etc.
Choose a username and a password, paying particular attention to
the password rules, minimum 12 characters but maximum of 13
characters
Submit your new user request and you should receive a
confirmation email
Logon using the username and password you specified
Under the Create Application section, click on the Replacement
Certificate link
In the Registration Mark field, enter the aircraft’s N-number
In the Reason for Replacement field, enter something like
“Original certificate damaged, signature no longer visible.”
Click on the Save & Next button and follow the remaining
instructions
Upload the signed letter you created as well as a photo of the
existing airworthiness certificate
A new, e-signed airworthiness certificate should be emailed to you
within 5 business days.
Print the PDF, laminate it, and place in the aircraft in a visible
location in accordance with 14 CFR 91.203(b).
Is it okay to laminate an aircraft’s airworthiness certificate to protect it and prevent the signature from fading?
Yes. FAA Order 8130.2J, appendix A, section 3, paragraph H contains this guidance: “Encourage applicants to protect the document by lamination or other document protection processes.”

Practical Test Procedures

Why am I required to have a copy of the current Airman Certification Standards with me for my test?
The Airman Certification Standards (ACS) define how your practical test will be conducted. You should have the current version in your possession, in either a paper or electronic form, and you are welcome to refer to it during your test. You can download the ACS for your practical test by visiting the FAA’s website.
Should I be familiar with the ACS?
Yes! The ACS contain Areas of Operation, each containing specific Tasks. You will be evaluated on at least one knowledge Element, one risk Element, and all skill Elements for all required tasks. Familiarity with these Tasks, Elements, and skill tolerances will help your test go smoothly and reduce stress.
Will you use a written plan of action to conduct the test?
Yes.
Can I use electronic versions of other documents, like regulations, the Chart Supplement, and the Aeronautical Information Manual?
Yes, but I have observed countless times that it is much easier for an applicant to look something up in a physical book that has been tabbed and highlighted. Searching an electronic version of a document is often error prone, time-consuming, and can create additional stress for you during the ground portion of your test.
Why do you assign a scenario for my test?
The ACS requires examiner incorporate a scenario for as many of the Tasks as possible. Simulated events are used in the scenario that cause the you to change the way the flight is planned or performed. The scenario and the simulated events aid in the evaluation of your aeronautical decision making and risk management.
Can we start the ground portion of the test if the weather will not be good enough to fly?
No. FAA Order 8000.95A, Volume 3, Chapter 5, section 2, paragraph g, Limitations states that a DPE must not “Schedule the test to be planned as a multiple-day event.” While the goal is to complete the test on the day it was scheduled, this does not preclude a Letter of Discontinuance being issued if the weather deteriorates unexpectedly, weather fails to improve as forecast, problems are discovered or develop with the aircraft, of if the applicant or examiner become ill.
If I can’t remember something during my test, am I allowed to look it up?
Tests can be stressful and information you had memorized may suddenly seem to fly out of your head. You may use FAA source materials to locate information that you can’t recall during the test. If you are consistently turning to reference materials, this may indicate an inadequate level of knowledge and could be disqualifying.
Can I use a preflight briefing from the day before my test for my cross-country planning?
No, the Private and Commercial Pilot Airplane ACS (PA.I.D.S1 and CA.I.D.S1) both require an applicant to demonstrate this skill (emphasis added):

“Prepare, present, and explain a cross-country flight plan assigned by the evaluator including a risk analysis based on real-time weather, to the first fuel stop.”
What if I complete the ground portion successfully, determine the weather conditions are hazardous or not within my personal minima?
You are pilot-in-command for the flight portion and the go/no-go decision is yours. Electing to fly in hazardous weather conditions is poor risk management and may result in unsatisfactory performance. If you make a no-go decision, you will receive a Letter of Discontinuance and we will schedule a continuation of your test at a later date. Remember that the charge for continuing a discontinued test is $400.
Can I use an iPad or other EFB during the test?
The use of an Electronic Flight Bag is not specifically restricted by the ACS. If you plan to use an EFB, be prepared to be evaluated in your knowledge, risk management, and skills in the device and the applications that you use on your device. Be prepared to discuss failure modes and have the knowledge and skills in using back-up equipment in the event your EFB fails.
Symptoms of a pilot being overly dependent on an iPad or other portable electronic device include: significant head-down time in flight, loss of situational awareness due to device distraction, inadequate traffic scan, and little or no familiarity with the certificated avionics equipment installed in the plane.
Am I required to use a checklist during the practical test?
You should be prepared to refer to and use an appropriate checklist for the aircraft that you will use during the test.
Many Tasks contain a Knowledge element “Use of appropriate checklist.” and/or a Skill element “Complete the appropriate checklist.” or “Use appropriate checklists properly.”
ACS Appendix 6: Safety of Flight contains this additional guidance:
“In some situations, reading the actual checklist may be impractical or unsafe. In such cases, the evaluator should assess the applicant's performance of published or recommended immediate action "memory" items along with his or her review of the appropriate checklist once conditions permit.”
Note that many commercially available checklists are woefully incomplete and may not provide procedures for simulated abnormalities or emergencies that may be part of the ground or flight portion of your practical test.
Will I be pilot-in-command during the flight portion of the practical test?
Yes. For student pilots, the flight portion of the test is the only time they are PIC with another person on board the aircraft. In accordance with 14 CFR 61.47, the evaluator is not a passenger during the flight portion of the test because they are there to evaluate the applicant’s performance. 14 CFR 61.31(l)(2) allows a pilot who does not hold a certificate for aircraft category and class to act as PIC during a practical test with an examiner. You will log the flight time as PIC, but not SOLO.
Will you tell me if I have unsatisfactory performance during my test or wait until the end of the test to tell me?
The ACS clearly states that after unsatisfactory performance, the only way the test can continue is if both the applicant and the examiner agree to continue. In order for you to make that decision, I will promptly notify you if you have demonstrated unsatisfactory performance.

If you choose to continue the test, you will receive credit for all the remaining tasks that are performed within tolerances.

The ACS allows the examiner to stop the test after unsatisfactory performance, but I typically will not stop the test unless I have reason to believe that you are inadequately prepared, too flustered, the weather has deteriorated, or for any reason related to safety-of-flight.
I received a Notice of Disapproval from another examiner. If I do the retest with you, will I only need to repeat the tasks that were unsatisfactory on the first test?
Not necessarily. The ACS provides this guidance under Testing after Discontinuance or Unsatisfactory Performance:
“… The evaluator has discretion to reevaluate any Task(s) successfully completed within a failed or partially tested Area of Operation.”
Can my instructor observe the test or can I video the test?
No. FAA Order 8000.95A, Volume 3, Chapter 5, section 2, paragraph g, Limitations states that a DPE must not , “Allow anyone other than an ASI to observe a test.” An ASI is an FAA Aviation Safety Inspector.
Can the FAA observe my test?
Yes. In aviation, everyone undergoes regular evaluation and examiners are no exception. The FAA periodically sends one or more inspectors to observe examiners conducting practical tests. These observations focus on the examiner’s performance, not the applicant.
Will I know in advance if an FAA inspector will be observing my practical test?
Examiners usually do not receive any advance notice of when an observation is going to take place.

Endorsements

The endorsements to take a practical test are complicated, so how do I know I’ve been given the correct endorsements?
Pre-printed endorsements contained in commercially available logbooks are often out-of-date or incorrect. The authoritative guide is AC 61-65H, which lists recommended endorsements for every possible type of practical test.
The advisory circular contains a placeholder for the name of the test, but doesn’t list possible test names, so what are they?
The name of the practical test is typically formed by
Grade_of_Certificate followed by Aircraft_Category followed by
Class or Rating, for example:
Private Pilot Airplane Single Engine Land
Private Pilot Instrument Airplane
Commercial Pilot Airplane Multiengine Land
Flight Instructor Airplane Single Engine
Flight Instructor Instrument Airplane
What are the possible names of the airman knowledge test?
Knowledge tests are typically formed by Grade_of_Certificate followed by Aircraft_Category, for example:
Private Pilot Airplane
Commercial Pilot Airplane
Flight Instructor Airplane
It is okay to identify the test using PPL or CPL?
No. These abbreviations, while popular slang, are EASA terms for Private Pilot License and Commercial Pilot License. There is no such thing as a pilot’s license in the US, instead 14 CFR 61 refers to pilot certificates.

Pilot Logbooks

Can I use an electronic logbook?
The FAA requires that you maintain a record of your flight training, aeronautical experience, and endorsements to show currency and when applying for a new certificate or rating. However, the FAA does not specify the manner in which you are to keep that record, so yes, you may bring an electronic logbook to your test. I ask that you print out the logbook entries and endorsements that you are using to apply for your certificate or rating so that I do not have to physically handle your device. Flight training entries must contain the information specified in 14 CFR 61.51, including
Description of the training
Time spent
Instructor’s signature/certificate/expiration.
Must I enter all my flight time on my airman application Form 8710-1?
You only need to provide the pilot time required to meet the requirements of the certificate or rating for which you are applying, but it is a good idea to enter all of your time. The Form 8710-1 is a legal snapshot of your pilot time and could be useful should your logbook be lost or destroyed.
Is it desirable to have separate columns in my logbook for pilot-in-command time and solo time?
Yes! Student pilots may log pilot-in-command time when they are solo (sole occupant of the aircraft). An exception is during a practical test, per 14 CFR 61.47.
If you are already a certificated pilot, you may log PIC time when you are the sole manipulator of the controls of an aircraft for which you hold a certificate for category, class (and type, if a type rating is required).
You may log solo time only when you are the sole occupant of the aircraft.
Be careful not to confuse “sole occupant” with “sole manipulator.”
Must my instructor log ground instruction that was given to me?
Yes. If the sections of 14 CFR 61 that apply to the certificate or rating for which you are applying specify that you must receive and log ground training, that training must be recorded in your logbook or be contained in your record of training.
Why do I need a log of ground training for flight proficiency but not for aeronautical knowledge?
The regulations for aeronautical knowledge for private or commercial applicants (61.105 for private, 61.125 for commercial) state that you must “receive and log ground training from an authorized instructor or complete a home-study course.” Since the regulations contains the word “or,” an endorsement from an authorized instructor can meet this requirement.
The regulations for flight proficiency (14 CFR 61.107 for private, 61.127 for commercial) state that you must “must receive and log ground and flight training from an authorized instructor” so an endorsement is not sufficient. 14 CFR 61.51 requires logbook entries for instruction to include date, location, description of the training received, the time spent, and the instructor’s signature/certificate number/signature.
I did a solo cross-country flight, but that flight included a few trips around the pattern at the departure or arrival airport. Do I log the entire flight as cross-country?
Yes. Here is the guidance I received from the FAA General Aviation and Commercial Division:

“All of the flight time conducted during the cross-country flight, including the flight time in the traffic pattern, would be logged as cross-country flight time. The definition contained in Title 14 Code of Federal Regulations 14 CFR 61.1 Cross-country time does not exclude portions of that flight that is [sic] not directly flown from the departure to the arrival airport, including conducting operations in the traffic pattern. Section 1.1 defines flight time as “pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing”. In addition, § 61.51 Pilot logbooks, does not require a person to specifically log the flight time while operating in a traffic pattern.”
Do night takeoffs and landings to be used for private or commercial aeronautical experience have to be conducted 1 hour after sunset or 1 hour before sunrise?
No. The private pilot regulations state “3 hours of night flight training” and the commercial regulations state “5 hours in night VFR conditions.” 14 CFR 1.1 definition of night states “Night means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time.”
However, conducting your takeoffs and landings between 1 hour after sunset and 1 hour before sunrise is more thorough training and will ensure you are current to carry passengers at night once you pass your practical test.

AIRMAN APPLICATION - FORM 8710-1

Am I required to enter my full legal name on my airman application?
Yes! The name you enter in your profile when you create your IACRA account will be appear on your Airman Knowledge Test Report and your Airman Application. Examiners are required to verify the name on your application matches your government-issued photo ID.
What happens if I complete my application in IACRA and then have to wait three weeks to get a check ride date?
Your airman application is valid for 60 days from the date your recommending instructor signed the application.
Does it matter if I have two or more applications in IACRA for the same certificate or rating?
No.
What happens to an application in IACRA if it is never processed?
It will expire 60 days after the date your instructor signed the application.
Does my social security number need to be on my airman application?
No. You may edit your IACRA profile and change the SSN field to DO NOT USE.
I became a US citizen after my student pilot certificate was issued. Will applying for an airman certificate or rating change my citizenship on my new certificate?
No. You must first make an appointment with your local FSDO to present evidence of your new citizenship and have a temporary airman certificate issued BEFORE I can conduct your practical test.

PRIVATE PILOT

My initial solo endorsement was for a PA-28-151, then I switched to a C152. Do I need to complete another pre-solo knowledge test because I changed to another aircraft type?
Yes. 14 CFR 61.87(b)(iii) requires the pre-solo knowledge test to cover the flight characteristics and operational limitations for the make and model of aircraft to be flown.
My initial solo endorsement was for the Petaluma Airport, then I switched my training to Gnoss Field. Do I need to complete another pre-solo knowledge test because I switched airports?
Yes. 14 CFR 61.87(b)(ii) requires the pre-solo knowledge test to cover airspace rules and procedures for the airport where the solo flight will be performed.
Do I need a current 90-day solo endorsement to take the practical test?
Yes. You will be pilot-in-command and you must have a current 90-day solo endorsement per 14 CFR 61.87(p).
My instructor gave me a new 90-day solo endorsement that doesn’t list any limitations. Does this mean the limitations contained in previous solo endorsements no longer apply?
Any limitations in previous solo endorsements remain in effect until those limitations are explicitly overridden in a new endorsement.
Can my instructor give me a solo endorsement with limitations that reference an external document, such as a flight school policy statement on a website or a small reference card?
Yes, but that external document must be placed in your logbook as required by 14 CFR 61.89(a)(8).
Can I count a solo cross-country flight that was 51 nautical miles straight line distance between the departure and destination?
Yes. 14 CFR 61.109(a)(i) requires 5 hours of solo cross-country time and 14 CFR 61.1(b)(ii)(B) defines a cross-country as a flight:

“That includes a point of landing that was at least a straight-line distance of more than 50 nautical miles from the original point of departure.”
Do night takeoffs and landings to be used for private aeronautical experience have to be conducted 1 hour after sunset or 1 hour before sunrise?
No. The private pilot regulations state “3 hours of night flight training” and the commercial regulations state “5 hours in night VFR conditions.” 14 CFR 1.1 definition of night states “Night means the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac, converted to local time.”
However, conducting your takeoffs and landings between 1 hour after sunset and 1 hour before sunrise is more thorough training and will ensure you are current to carry passengers at night once you pass your practical test.
My instructor says using the autopilot or flight director is cheating, so will you require me to use it during the flight portion of the practical test?
Yes. The ACS states “To assist in management of the aircraft during the practical test, the applicant is expected to demonstrate automation management skills by utilizing installed, available, or airborne equipment such as autopilot, avionics and systems displays, and/or flight management system (FMS). The evaluator is expected to test the applicant’s knowledge of the systems that are installed and operative during both the oral and flight portions of the practical test.”
I’ve never filed a VFR flight plan during my training, I’ve always used flight following from air traffic control. Is it a problem if I’ve never filed, activated, or closed a flight plan?

Be sure you know how to file a VFR flight plan and why filing a flight plan can be advantageous.

ACS skill element PA.I.D.S3 requires that you demonstrate this skill: “Create a navigation plan and simulate filing a VFR flight plan.”

I often see applicants struggling to file a VFR flight plan using ForeFlight, Garmin Pilot, or www.1800wxbrief.com. A common issue is the ICAO equipment codes for the aircraft have not been correctly entered. You don’t want to be struggling to figure this out during your test.
How do you like to see *insert_maneuver_or_task_here* performed?
Examiners are required to evaluate applicants based on the ACS, so be sure you are familiar with the ACS knowledge, risk management, and skill elements for each Task, be familiar with your aircraft manufacturer’s recommended procedures, and with the guidance contained in the Airplane Flying Handbook and other FAA documents referenced in the ACS.

Commercial pilot

Does my flight review need to be current for the practical test?
Yes. You will be pilot-in-command during the flight portion. While it is technically possible for an examiner to act as PIC during the flight portion, the FAA discourages that procedure.
Do I need to have received a complex airplane endorsement to take the commercial pilot practical test?
You do not need to have a complex airplane endorsement unless you plan to use a complex aircraft for the flight portion of your practical test. You will need to have received at least 10 hours of flight training in either a complex airplane, a turbine-powered airplane, or a Technically Advanced Airplane, or any combination thereof.
Does flight training in a G1000 C172 with an inoperative autopilot still count as TAA time?
No. The 14 CFR 61. 129(j)(3) definition of TAA requires “A two axis autopilot integrated with the navigation and heading guidance system.”
Can I use the autopilot or flight director during the flight portion of my instrument rating practical test?
Yes. The ACS states “To assist in management of the aircraft during the practical test, the applicant is expected to demonstrate automation management skills by utilizing installed, available, or airborne equipment such as autopilot, avionics and systems displays, and/or flight management system (FMS). The evaluator is expected to test the applicant’s knowledge of the systems that are installed and operative during both the oral and flight portions of the practical test.”
I have never filed a VFR flight plan during my training, I’ve always used flight following from air traffic control. Is it a problem if I’ve never filed, activated, or closed a flight plan?

Be sure you know how to file a VFR flight plan and why filing a flight plan can be advantageous.

ACS skill element CA.I.D.S3 requires that you demonstrate this skill: “Create a navigation plan and simulate filing a VFR flight plan.”

I often see applicants struggling to file a VFR flight plan using ForeFlight, Garmin Pilot, or www.1800wxbrief.com. A common issue is the ICAO equipment codes for the aircraft have not been correctly entered. You don’t want to be struggling to figure this out during your test.
Can I combine the day and night dual cross-country requirements with the requirement for the 300 nautical mile cross country?
No. The cross country flights are required training and the 300 nautical mile cross-country must be conducted as a solo operation or while performing the duties of pilot-in-command (sometimes called PDPIC time).
I did a long cross-country flight to meet commercial certificate aeronautical experience requirements, but a non-pilot was on board. Since they aren’t a pilot, I can log that flight as solo, right?
No. 14 CFR 61.51 defines solo (except for airships requiring 2 crew members) as when you are the solo occupant of the aircraft. Do not confuse “sole manipulator of the controls” with “sole occupant.”
When can I log PDPIC time?
PDPIC (performing the duties of pilot and command) time can be used in lieu of the solo aeronautical experience requirements for the commercial certificate, 14 CFR 61.129(a)(4).

To log PDPIC time in an aircraft for which you do not hold a certificate for category, class, and type (if a type rating is required), you first receive the required training from an authorized instructor who then determines that you are ready to perform the duties of pilot in command.

When you perform the duties of pilot-in-command, your instructor is on board the aircraft, you are not the sole occupant, so do not log solo time. You log the time as pilot-in-command, not dual instruction. Your instructor also logs the time as PIC.
Can I combine PDPIC and solo time to meet the commercial certificate requirements?
No, 14 CFR 61.129(a)(4) specifies PDPIC or solo. When different types of pilot time may be combined, the regulations will include the phrase “or any combination thereof.”
Does PDPIC time count toward to total PIC time?
It depends.

You may log both PDPIC time and PIC time when you hold a certificate for category, class, and type (if a type rating is required) for the aircraft flown.

If you are applying for an initial commercial pilot AMEL certificate and you do not already hold a multiengine rating, you may not log time in a multiengine aircraft as PIC. In this case, PDPIC time may only be used to meet the aeronautical experience requirements for a commercial certificate and a recommended practice is to log that time in a separate column in your logbook.
I hold an instrument rating on my private pilot certificate. Do I still need an additional 10 hours of instrument training when applying for a commercial certificate?
Yes, though you may use training you received in preparation for your instrument rating to meet the commercial training requirements provided that training was logged in a manner that clearly indicates that it met the requirements of 14 CFR 61.129(a)(3)(i).
How do you like to see *insert_maneuver_or_task_here* performed?
Examiners are required to evaluate applicants based on the ACS, so be sure you are familiar with the ACS knowledge, risk management, and skill elements for each Task, be familiar with your aircraft manufacturer’s recommended procedures, and with the guidance contained in the Airplane Flying Handbook and other FAA documents referenced in the ACS.
Can I use the long instrument dual cross-country to also meet the requirements of the Commercial Pilot long cross-country?
No. The instrument flight cross-country must be logged as instruction-received. The commercial cross-country flight would have to be logged as Performing the Duties of Pilot-In-Command. Flights logged as PDPIC cannot also logged as instruction-received.

Instrument Airplane Rating

Does my flight review need to be current for the practical test?
Yes. You will be pilot-in-command during the flight portion. While it is technically possible for an examiner to act as PIC during the flight portion, the FAA discourages that procedure.
Can I use the autopilot or flight director during the flight portion of my instrument rating practical test?
Yes. The ACS clearly states “To assist in management of the aircraft during the practical test, the applicant is expected to demonstrate automation management skills by utilizing installed, available, or airborne equipment such as autopilot, avionics and systems displays, and/or flight management system (FMS). The evaluator is expected to test the applicant’s knowledge of the systems that are installed and operative during both the oral and flight portions of the practical test.”
Can I use the autopilot during all of the instrument approaches?
No, the ACS states:

“At least one (approach) must be flown without the use of autopilot and without the assistance of radar vectors. The yaw damper and flight director are not considered parts of the autopilot for purposes of this Task.”
My instructor says that using a moving map is cheating, so I never use it during flight by reference to instruments. Is that OK?
No. All the instrument approach tasks in the ACS require you to:

“Use an MFD and other graphical navigation displays, if installed, to monitor position, track wind drift, and to maintain situational awareness.”
How will you simulate loss of primary flight instruments in a G1000 aircraft?
The ACS states that one approach:

“… is expected to be flown with reference to backup or partial panel instrumentation or navigation display, depending on the aircraft’s instrument avionics configuration, representing the failure mode(s) most realistic for the equipment used.”

If the aircraft is equipped with dual AHRS/ADC, reversionary mode is a realistic failure mode. Otherwise, expect to have the PFD attitude, heading, airspeed, altitude, and vertical speed covered, to use the backup instruments and the moving map.
How will you simulate loss of primary flight instruments in an aircraft with electronic replacements for the heading indicator and attitude indicator, such as a Garmin G5?
I will dim both instruments and you will need to fly using the standby instruments.
Can I use an aircraft that is not equipped with GPS and also has an inoperative glide slope receiver or indicator?
No, because there would be no way to demonstrate precision approach competency.
Will I be required to demonstrate a DME arc during the flight portion?
It is unlikely because the ACS restricts examiners for testing DME arcs in flight unless they are part of a published procedure and there aren’t any such procedures in the immediate SF Bay Area.
How do you like to see *insert_maneuver_or_task_here* performed?
Examiners are required to evaluate applicants based on the ACS, so be sure you are familiar with the ACS knowledge, risk management, and skill elements for each Task, be familiar with your aircraft manufacturer’s recommended procedures, and with the guidance contained in the Airplane Flying Handbook and other FAA documents referenced in the ACS.

Flight Instructor

Does my flight review need to be current for the practical test?
Yes. You will be pilot-in-command during the flight portion. While it is technically possible for an examiner to act as PIC during the flight portion, the FAA discourages that procedure.
Do I need a log of ground instruction for Aeronautical Knowledge topics?
Yes. In addition to 14 CFR 61.185 - instruction on fundamental of instruction (this is required even if you hold a ground instructor certificate), 14 61.185(a)(2) refers to the aeronautical knowledge areas applicable to the aircraft category for which flight instructor privileges are sought. For initial ASEL, this includes the following:
Ground training on Recreational Pilot Aeronautical knowledge - 14 CFR 61.97(b)
Ground training on Private Pilot Aeronautical Knowledge - 14 CFR 61.105(b)
Ground training on Commercial Pilot Aeronautical Knowledge - 14 CFR 61.125(b)
Ground log of training on Flight Instructor Aeronautical Knowledge - 14 CFR 61.185(a)(1)
There is a lot of overlap for the aeronautical knowledge topics, so how should it be logged?
You can use training on overlapping aeronautical knowledge topics to meet the requirements for recreational, private, and commercial certificates, but ensure the topics listed match the topics contained in the relevant regulations.
Can I use the log of ground training in aeronautical knowledge that I received when I was training for my private or commercial certificate?
No, the training has to be received and logged while training for the flight instructor certificate.
If I hold a ground instructor certificate am still required to provide a fundamentals of instruction airman knowledge test report and will I be tested on FOI?
You do not need to supply a FOI test report, but you will be tested on the fundamentals of instruction.
Will I be the pilot flying during the flight portion of the test?
The Flight Instructor Airplane PTS states (emphasis added):

“During the flight portion of the practical test, the examiner acts as a student during selected maneuvers. This gives the examiner an opportunity to evaluate the flight instructor applicant’s ability to analyze and correct simulated common errors related to these maneuvers.”
Why is the national first-time failure rate so high for initial flight instructor applicants?
The flight instructor practical test is to determine the applicant can provide adequate instruction while flying to the commercial pilot skill level from the right seat. It is a difficult test because of the sheer breadth and depth of knowledge, risk management, and skill that must be mastered.

Schedule