Don’t Let a Paperwork Error End Your Checkride Before It Starts
You’ve put a significant amount of effort into training, and the practical test is the goal we’ve been working toward. A missed logbook entry, an expired endorsement, or a gap in aircraft records can stop that test before it starts. Nothing hurts more than having the examiner arrive and having to stop because of a paperwork issue, knowing you’ll have to restart and wait for another date. An examiner’s fee could still be due, and staying sharp while you wait means extra flights. Between the examiner, the aircraft rental, and the instructor, that could easily reach $1,000, if not more.
Upload your logbook, endorsements, and aircraft records for a DPE-standard eligibility review. It catches the problems while there’s still time to fix them, so you can walk into test day with confidence and give it your best shot.
Common Problems This Check Catches
The total that's off by a few tenths. A logbook page shows 5.0 hours of solo cross-country. The entries add up to 4.9. The requirement is 5.0. That 0.1 hour is the difference between passing and a stopped test. You won't catch it by eye.
The cross-country that's short on paper. A solo cross-country totals 148 NM, but one leg is under 50 NM straight-line. It doesn't meet the requirement, and the whole flight can be questioned.
Signed on a lapsed instructor certificate. Endorsements don't expire — instructor certificates do. These solo endorsements were signed while the instructor's certificate had expired, so the solo time under them can't be credited until they're corrected. Hours you thought were safe can unravel.
The inspection that's quietly overdue. A transponder test was done 26 months ago. It's due every 24. The aircraft can't be used for your checkride until it's done. The date on the paperwork is the only warning you get.
The checkride-prep hour that fell one day outside the window. Three hours of training must be logged in the 2 calendar months before the test. One of these flights was logged a single day too early — it doesn't count, and the total comes up short.
The night landing with no night takeoff. The requirement is 10 takeoffs and 10 landings at night. One of these flights took off during the day and landed after dark — a night landing with no night takeoff behind it, so the pair doesn't count.
The 100-hour that was already overdue. The last inspection was done 15 hours late, and the next due time was written 100 hours later instead of 85 — the time flown past the due point counts against the next interval. On the corrected math, the inspection was already overdue while the book still showed time remaining.
Better to find these now than at the examiner's table.
How it works
- Enter your information and choose your checkride.
- Add all your photos in one place, in any order — or upload one ZIP file with all of them. The review sorts them out. Clear, straight-on photos — every page, no gaps. Anything missing gets flagged as a problem.
- Your photos are reviewed against the eligibility requirements. Results are emailed to you — and to your instructor or examiner only if you choose to add them below. You control that list; your results are never sent to anyone you don't name.
Your information
Your photos
📷 Add all your photos — one place, any order
Include every page of your logbook and your ground training log, all of your endorsements, your knowledge test report (AKTR), and all of the aircraft's maintenance records including the AD compliance records — every page, no gaps. Anything missing gets flagged as a problem. Don't sort them — the review figures out what each photo is.
This is a preliminary review based on the photos you submit. Only the examiner can determine eligibility at the practical test. Include every page with no gaps: anything missing will be flagged as a problem.