PPL Flight Test Prep - Overview of the Flight Test
- Flaps Full
- Dec 26, 2025
- 9 min read
If you’re reading this, chances are you’re nearing your flight test. That means you’ve completed your first solo, ventured out on your 150 NM cross-country, and worked your way through the full PPL syllabus - congratulations! Each of these milestones is an achievement in its own right.
Now it’s time to start thinking seriously about the flight test itself.
Here’s the good news: your instructor has been preparing you for this moment from day one. While the flight test feels intimidating or unknown, nothing on it should come as a surprise. In fact, you’ll walk into the test already knowing the vast majority of what will be asked of you, especially during the air portion.
That remaining “unknown” is typically limited to a few specifics, such as:
Which emergency scenarios the examiner will introduce
The scenario used for the diversion or precautionary landing
The exact order in which the air exercises will be conducted
While you can’t predict these details in advance, you can prepare for them. The goal of flight test preparation isn’t to memorize a script, it’s to build the confidence and adaptability needed to respond correctly, regardless of how the scenario is presented.
The Flaps Full Flight Test Prep category is designed to do exactly that. This series provides a comprehensive overview of what to expect on the Canadian PPL flight test, helping you understand the structure, standards, and mindset required to walk in prepared and fly with confidence.
Flight Test Resources
Before you dive into flight test prep, there are two critical documents you need to know:
The PPL Flight Test Guide - this is the official guide from Transport Canada that details what will be covered on the flight test, and the associated criteria. It is required that you review and know this document.
The Flight Test Report - this is the marking sheet the examiner will use to grade your flight test.
Next, I strongly suggest purchasing the book, Flight Test Notes, which provides a comprehensive overview of the PPL and CPL flight test, along with potential questions the examiner will ask.
Introduction to the Flight Test
The PPL flight test is broken down into two primary sections: Ground Items and Air Items.
Ground
The ground section consist of exercise 2A, 2B, 2C, and 23A.
2A: Documents and Airworthiness
2B: Aeroplane Performance
2C: Weight and Balance
23A: Pre-Flight Planning Procedures (Navigation)
The ground portion is an open-book exam (there are only three items you must memorize: Vx, Vy, and Va), meaning you can reference materials to support your explanations. Examples of acceptable resources to reference include:
Canadian Aviation Regulations (CARs)
Aeronautical Information Manual (AIM)
Aircraft Pilot Operating Handbook (POH)
Your Flight Test Binder (see below)
VFR Navigation Chart (VNC) legend
While you may reference these materials, relying on them too frequently because you don’t know the answers can undermine your confidence in the examiner’s eyes.
If you don't know an answer and need to reference a resource, make sure you know which resource to use and where to find the information. You are not expected to know every answer on your flight test, that’s precisely why it is an open-book exam. However, when you choose to look something up, you should be able to do so efficiently. Spending two or more minutes flipping through your POH because you can’t locate the information does not leave a good impression. The examiner also wants to see what you know how and where to find information, as this skill is directly applicable to everyday flying.
Air Items
The remainder of the flight test consists of air items, including air exercises. A common mistake students make is assuming that “air items” refer only to manoeuvres performed in flight. In reality, air items also include several critical ground-based tasks, such as:
The pre-flight inspection (walk-around)
Engine start and run-up
Operation of aircraft systems
Taxiing procedures
This means it is entirely possible to pass the ground portion of the test (e.g., Exercises 2A - 2C and 23A) but still fail the flight test due to a critical error during any air item conducted on the ground, such as the pre-flight inspection, engine start, or taxiing.
For a complete breakdown of both sections, along with practical tips to help you prepare, explore the other articles in our Flight Test Prep category (coming soon!).
Admission to the Flight Test
Your instructor must formally recommend you for the flight test. This means a candidate cannot simply go “rogue” and book a flight test without an instructor’s recommendation.
Remember, your instructor will never recommend you for a flight test unless they are confident you can pass. Your performance on the flight test directly reflects on them as an instructor, and they have a vested interest in ensuring you are fully prepared. If your instructor says you’re ready, it’s because they genuinely believe you have the knowledge, skill, and judgment required to succeed. Additionally, a student’s pass rate directly impacts an instructor’s ability to upgrade their instructor rating, as they must have a certain number of students successfully pass their flight tests to be eligible, for example, upgrading from a Class IV to a Class III instructor.
To be admitted to the PPL flight test, you must present/meet the following criteria:
Government-issued photo ID with a signature
A valid aviation medical (minimum Category 3 for PPL)
A letter of recommendation from your instructor, signed within 30 days of the flight test. This letter will attest that:
You have received training on the required exercises (Ex. 1 - 24 and Ex. 29 and 30, excluding Ex. 13)
A pre-test evaluation (mock flight test) of all exercises was completed
You are considered to have reach a sufficient level of competency to complete the flight test for the issuance of a PPL
Your flight instructor recommends your for the flight test
Proof of at least 35 hours of flight time (Note: it is extremely rare for a candidate to attempt, let alone pass a PPL flight test with only 35 hours total time. If you are one of those candidates, hats off to you - well done!)
Marking Scale and Criteria
Both their ground and air items are marked on a four-point scale:
Mark of 4 - Excellent
Performance is well executed considering existing conditions. The candidate stayed well within the flight test standards.
Mark of 3 - Minor Errors but Meets Standards
Performance is observed to include minor errors. The candidates performance included minor deviations from the qualification standards, but was within prescribed limits.
Mark of 2 - Major Errors
Performance includes major errors. The candidates performance included major deviations from the qualifications standards which may include an excursions beyond prescribed limits.
Mark of 1 - Failed (Critical Errors)
Performance is observed to include critical errors, or the objective of the test item was not achieved. The candidates performance included an unacceptable deviation from the qualification standards. This is a failed exercise.
There are three possible outcomes to a flight test:
Pass - congratulations!
Partial Fail - you have to re-test one or two exercises that you failed during the main test.
Complete Fail - you failed any ground item or failed more than two air items.
To pass the flight test, a candidate must achieve a minimum score of 62 out of 124 (50%). While this may sound low, the actual pass criteria are more nuanced:
An overall score below 62 results in a full re-test.
Failure of any ground portion results in a full re-test, and the air portion will not be conducted.
One or two air items graded as a “1” requires a partial re-test, covering only the failed items, provided an overall score of at least 62 is achieved.
Three or more air items graded as a “1” require a full re-test.
More than five combined items graded as “1” and/or “2” constitutes a full failure, requiring a complete re-test.
If a candidate receives a Mark of 1 on one or two air items, a partial re-test is permitted provided:
The overall pass mark was achieved
There are no more than two failed air items
There are no more than five combined “1” and/or “2” grades
Before attempting a partial re-test, the candidate must receive additional training from their instructor on the failed items. The partial re-test must be completed within 30 days. If the partial re-test is unsuccessful, a full re-test will be required.
Preparing to Succeed
From my experience, success on the flight test comes down to two things: preparation and consistency. If you take the time to prepare thoroughly and practice consistently, your flight test should feel like any other flight, just with someone new in the right seat.
Here are several practical ways to set yourself up for success.
Use Checklists - For Everything
Nearly everything we do in aviation has an associated checklist, and for good reason: they reduce errors and prevent missed items. Apply this same mindset to your flight test preparation.
In the months/weeks leading up to my flight test, I maintained multiple personal checklists. Any time I encountered a concept I couldn’t clearly explain, or a question I couldn’t confidently answer, I added it to a list and reviewed it until I could both understand and explain it comfortably.
Looking back, my checklists included items such as:
Ground Items: review class E CZ procedures, know how to explain and the importance of static takeoff RPM, understand special VFR...
Air Items: memorize and chair fly emergency procedures, practice briefing each maneuver, review run-up as per POH...
General: know what each antenna on the aircraft is for, review symbols on the VNC, understand NORDO/comm failure...
CARs: understand when seatbelts are required, are there any CARs stating requirements for a "sterile cockpit"?...
While only a handful of these topics were ultimately asked on my flight test, the process of preparing them made me far more confident and relaxed during the exam.
Ask Questions
This works in two directions:
Ask your instructor questions while preparing for the flight test. Take full advantage of their experience, they want you to succeed.
Ask the examiner questions. If you don’t understand an instruction or are unsure what is being asked, don’t hesitate to ask for clarification. Doing so demonstrates good judgment, not weakness.
Memorization - Air Items and Emergency Procedures Memory Items
Ensure you can recite all required air items and emergency procedure memory items confidently. For air exercises, be prepared explain and demonstrate:
The procedure for entry
What is expected during the manoeuvre
The procedure for exit or recovery
For emergencies, ensure you can both recite and perform the memory items, and that you understand the symptoms associated with each emergency. For example, the smell of burning insulation and white smoke likely indicate an electrical fire.
Many students are able to recite an entire emergency checklist from memory, which is great, but remember, checklists exist for a reason. After completing the memory items, always reference the checklist to ensure nothing was missed and the procedure is fully completed.
Ground Items - Practice Aloud
Rehearse your ground items out loud, especially document presentations and memorized V-speeds.
In Canada, required documents are commonly remembered using the acronym AROW-JIL. While all documents will be available during the flight test, and should be referenced, simply reading information off a document does not demonstrate confidence or understanding.
Be prepared to:
State the purpose of each document
Explain what information the document contains
Explain what validates the document
Describe its validity and how or when the document becomes invalid
The Day Of - Come Prepared
This may sound obvious, but it matters: arrive early and prepared. My flight test was scheduled for 8:30am, and I arrived at 7:30. It reflects poorly if the examiner arrives before you do.
By the time the examiner arrives, your ground items should be organized and ready. While the examiner will likely take 10–15 minutes to settle in and complete paperwork, you don’t want to set the tone by rushing or scrambling at the last minute.
First impressions matter. How you conduct yourself during the ground portion often sets the tone for the entire flight test.
Flight Test Binder
Whether a flight test binder is “necessary” is often debated. While it’s true that a well-prepared candidate shouldn’t need one, I still strongly recommend creating one for two reasons:
It helps organize your thoughts and how you plan to present information to the examiner
The process of building the binder is a powerful study tool in itself
Reviewing and organizing material in a logical, presentable way reinforces your understanding and improves your ability to explain concepts clearly. Looking back, my own flight test binder was probably overkill, but it gave me confidence, and that alone made it worthwhile.
Chair Fly
If you only take one thing from this list, make it this: chair fly.
While it may feel a little awkward at first, sitting at home and mentally flying the entire test is incredibly effective. As you do, physically reach for controls, recite procedures, and practice your briefings. Chair flying quickly exposes gaps in knowledge and highlights areas that need refinement without paying for an aircraft and instructor.
Prep, Prep, and Prep Some More!
Thorough preparation cannot be overstated. Even when you feel you’ve run out of things to review, it never hurts to ensure you can navigate the POH, review emergency procedures, recite air work from memory, or review AROW-JIL.
As the saying goes:
By Failing to Prepare, You are Preparing to Fail.
Given the hours of studying and flying you’ve put in, you’ve already done the hardest part. Now it’s about trusting your training and executing what you know.
However, despite our best efforts, things don’t always go perfectly, and not everyone succeeds on their first attempt. While this may not be the outcome you hoped for, it’s important to treat it as a learning opportunity. A partial re-test or even a complete failure does not mean you are a bad pilot. With a bit of additional work and the right mindset, you’ll soon be rewarded with the right call yourself a pilot.
Wishing you blue skies and tailwinds✈️
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