Fort Worth Flight School

Fort Worth Flight School FAA Certified Flight Training. We provide one on one personalized flight instruction. Helping people achieve their dreams of becoming a pilot is what we do!

With Years of experience and Thousands of hours of flight instruction given.

Congrats to Kevin Rohy on passing his Private Pilot Checkride!🎉🙌“Being a pilot wasn’t always a goal of mine. I hadn’t th...
09/02/2026

Congrats to Kevin Rohy on passing his Private Pilot Checkride!🎉🙌

“Being a pilot wasn’t always a goal of mine. I hadn’t thought much about the idea until an opportunity rose while I was an intern working with Cessnas. I’ve worked a lot in aviation, but I never thought of myself as flying a plane. That changed quickly that summer. With a discovery flight done, I was inspired. The opportunity had fallen through, though, and I hadn’t thought much of it again until last year when the same opportunity came to me. I couldn’t say no. I was fully invested and before I knew it I was soloing, and now I have done the next big step and passed my checkride. Flying has become the passion I never thought I’d get to have, and I’m so grateful for the opportunity.”

08/25/2026

You know you want to đź‘€

Fort Worth Flight School representing in Sleeping bear dunes, Michigan!🌅
08/14/2026

Fort Worth Flight School representing in Sleeping bear dunes, Michigan!🌅

08/12/2026

On our way to Cleburne, the DPE asks where I got the radio frequencies I’m planning to use.

In the Private and Commercial Airplane ACS, this is under PA/CA.III.A.K1 - How to obtain appropriate radio frequencies.

My answer: the sectional chart. For what I need at Cleburne, it has the frequencies right there. If I were going into a larger airport and needed more frequencies, I’d go to the Chart Supplement.

Then the DPE asks me a follow-up question, does a sectional have ground control frequencies on it?

On-the-spot I wasn’t sure, so I looked on the sectional chart and confirmed that it doesn’t.

That’s fair game on a checkride. You’re expected to know a lot, but you’re also expected to know how to use the resources available to you. If you’re unsure of something that can reasonably be verified, verify it instead of bluffing.

08/11/2026

On our way to our uncontrolled touch-and-go airport for the checkride, the DPE asks me about my planning for entering the traffic pattern. In the Private and Commercial Pilot Airplane ACS this is found in PA/CA.III.B.K2, Traffic pattern selection for the current conditions.

I’ve already gotten the weather. The wind favors Runway 15. Runway 15 uses right traffic, and we're approaching from the east.

So I have two plans:

If the pattern isn't busy, I'll cross midfield at traffic pattern altitude and enter the right downwind directly. Old school and simple.

If the pattern is busier, I'll use the newer FAA-recommended teardrop entry by crossing midfield 500 feet above TPA, flying clear of the pattern, descending, and coming back around for a 45-degree entry.

The point isn't to have one traffic pattern entry memorized and use it every time. It's to understand the options, evaluate the present traffic and conditions, and adapt your plan accordingly.

On a checkride, you may need to articulate the plan. A DPE can't evaluate every piece of your decision-making simply by observation - they may ask questions along the way to make sure you understand why you're doing it.

08/07/2026

PA.II.F.S1 (Review takeoff performance) refers to the takeoff briefing.

But you might not realize that by reading the element at face value, so where does it come from?

The legacy PTS described the expectation more fully: “Reviews takeoff performance such as airspeeds, takeoff distances, departure, and emergency procedures.”

Basically: What’s your plan?

What airspeeds will you fly? Is the runway longer than the calculated takeoff distance? How will you depart the area? And what will you do if the engine fails?

Cirrus helped popularize the structured takeoff-emergency briefing for single-pilot, single-engine airplanes by defining actions around clear decision points such as before rotation, after rotation with runway remaining, below a predetermined altitude, and above it.

This is an example of how Answers to the ACS goes above and beyond canned answers and acronyms by stating where the answer came from, what they actually mean, and how to apply them.

See the complete Private and Commercial Pilot Checkride Video Series, as well as our manuals, in the Answers to the ACS app.

08/06/2026

Risk elements for in-flight tasks can be evaluated by observing the applicant’s actions or oral questioning.

Here PA.II.D.R1 (Activities and distractions) is evaluated by asking how I would mitigate the risks of distractions and division of attention during taxi.

Once an applicant has demonstrated satisfactory knowledge and proficiency, examiners will often take a moment to reinforce the point with practical context or experience. Here, Josh follows up with an incident where distractions during taxi led to an avoidable mishap.

See the complete Private and Commercial Pilot Checkride Video Series in the Answers to the ACS app.

08/04/2026

Oral questioning continues into the flight portion of the checkride.

This is because the examiner has to evaluate at least 1 knowledge and 1 risk element in addition to all skill elements for each task. So some of these will inevitably get asked during the flight.

Here we see how PA.II.D.K3 (Airport markings, signs, and lights) could be evaluated - by asking what various airport signs indicate.

See the complete Private and Commercial Pilot Checkride Video Series in the Answers to the ACS app.

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76028

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