Check to Ride — Know You're Eligible Before Checkride Day

CHECKRIDES COVERED

ITEMS IN THE SAMPLE REPORT

AREAS CHECKED

FLAT PRICE PER CHECK

Why this exists

A checkride can end at the table before it starts.

One missing logbook entry, expired endorsement, or outdated aircraft record is enough, and the cancellation fee and the rental fee to stay current may apply.

Most of these problems are already in your records and easy to fix if caught now. This review checks your logbook, endorsements, and aircraft records the way an examiner would, while there\u2019s still time to correct them. It\u2019s inexpensive, private, and far cheaper than a failed day at the table.

Common problems this catches

Every one of these has stopped a real checkride — and every one was sitting in the records the whole time:

✗Flight times that don't add up. The page total says 5.0 hours of solo cross-country. The entries add up to 4.9 — off by just 0.1, and the requirement is 5.0.

✗A cross-country that's short on paper. The long solo cross-country has to be 150 nautical miles — this one checked out at 148. Two miles short is still too short.

✗Endorsement with the wrong regulation referenced. The endorsement cites a rule that doesn't cover the training it was written for — an examiner can reject it on sight.

✗Signed on a lapsed instructor certificate. Solo endorsements signed while the CFI's certificate had expired. The solo time can't be credited until they're redone.

✗The endorsement names the wrong aircraft. The solo cross-country endorsement was written for one airplane — the logbook shows the flight was flown in a different one.

✗The transponder check that lapsed by a few days. The checkride got postponed, and nobody caught that the transponder test had slipped past its 24 months in the meantime. It has to be redone before the new date.

✗The 100-hour that was stretched by 5 hours. The last inspection was overflown by 5 hours, so the next one was written 105 hours out instead of 100. The airplane is overdue — even though the book still shows time remaining.

✗The prep hour outside the window. Training logged one day too early for the 2-calendar-month window. It doesn't count, and the total comes up short.

✗The night landing with no night takeoff. Ten night landings are recorded — but the flight shows a day portion, which means one of the takeoffs was in daylight. There aren't 10 night takeoffs to go with the 10 night landings.

What gets checked

Ground training logs

Your ground training records, reviewed against what the regulation requires for your checkride.

Flight training logs

Every training flight, checked phase by phase, to confirm the required training was actually received and logged the way the regulation requires.

Aeronautical experience

The hour requirements, verified entry by entry — total time, cross-country, night, instrument, solo — plus page totals, signatures, and legibility.

Endorsements

Every required endorsement checked for the right regulation, wording, date, signature, and instructor currency.

Aircraft maintenance records

Annual and 100-hour inspections, altimeter/static and transponder checks, ELT, AD compliance, and the airworthiness documents for the aircraft you'll test in.

How it works

Create your account and log in, then select the checkride you're preparing for.

Upload your records — photos or scans of your logbook, endorsements, training records, and the aircraft's maintenance records.

Pay $10 by card or Apple Pay. Your records go into a deep review.

Get your report by email and in your account: every requirement checked, and for every problem, exactly what's wrong and the recommended correction — so you and your instructor can fix it before your checkride.

Sample report

A Private Pilot sample — a real report, with names and identifying details changed. Tap any item in the summary boxes to jump to its detail. This is exactly what you receive.

Hi Jordan,

Your eligibility check for the Private Pilot checkride is complete. This is a preliminary determination based on the photos you submitted — your examiner’s review at the practical test is final.

Results

9 to address immediately

5 for review

21 checked and met

Details

Ground training

Ground training log — dated, CFI-signed entries

Ground log doesn't show §61.105(b)(3) covered

The ground log cites §61.105(b) items 1, 2 and 4–13, but never item 3 (AIM and Advisory Circulars). Correction: The instructor identifies the ground entry where it was covered and annotates it, or logs the training.

§61.39(a)(6)(iii) deficient AKTR areas reviewed (if score under 100%)

§61.39(a)(6)(iii) endorsement cites no regulation

Dated 8/26/2026, Marcus T. Reed, 3917845CFI. It's written as an "Additional Endorsement" without citing §61.39(a)(6)(iii). Correction: Add the citation and initial, or re-enter using AC 61-65K wording.

Flight training

3 hours instrument training

Simulated instrument time short — only 2.7 of 3.0 hours verifiable

§61.109(a)(3) requires 3.0 hours. The logbook shows exactly 3.0 (6/7 0.3, 7/23 0.3, 8/11 1.0, 9/2 0.8, 9/9 0.3, 9/30 0.3). The 9/9/2026 entry (1.5 dual, 0.3 hood, page 3) has only "3917845 CFI" written in it — no signature and no expiration date — so the verifiable total is 2.7. Correction: Dylan Reed signs the 9/9/2026 entry with certificate number and expiration date.

Aeronautical experience

150 NM solo cross-country — full-stop landings at 3 points, one leg >50 NM

Full-stop landings not documented on the 8/31/2026 long solo cross-country

The KFUL–KCRQ–KMYF–KFUL flight measures 158.9 NM total (legs of 60.1, 20.1 and 78.7 NM), so distance and the >50 NM leg are met. §61.109(a)(5)(ii) also requires full-stop landings at three points. The entry records 3 landings, and the 3 in the takeoff column is written over, but it never says "full stop." Correction: The applicant annotates the entry (only if true) "full-stop landings at KCRQ, KMYF, KFUL" and initials it.

3 solo takeoffs and full-stop landings at a towered airport

Three solo full-stop landings at a towered airport not documented

§61.109(a)(5)(iii) requires 3 solo takeoffs and full-stop landings at an airport with an operating control tower. The KFUL solo entries don't say full stop: 6/18: 3/3, remarks include "Go Around"; 6/30: 4/4; 10/15: 1/1. Correction: The applicant annotates (only if true) which KFUL solo landings were to a full stop, and initials it.

Every training entry signed with CFI number and expiration

Three dual entries unsigned (2/26, 5/19, 6/30)

These entries show the CFI number but have no signature or expiration date: 2/26/2026, 0.8 (page 1); 5/19/2026, 1.7 (page 1); 6/30/2026, 0.5 "solo warm-up" (page 2). Correction: The instructor signs each one with certificate number and expiration date.

Two signed entries missing the CFI expiration date (6/5, 6/11)

On 6/5/2026 (1.5) and 6/11/2026 (1.5, page 1), the instructor's signature and CFI number are in the remarks, but the CFI expiration date is missing. Correction: The instructor adds "12/27" (CFI expiration) and initials it.

Page 3 not signed by the applicant

The pilot certification signature at the bottom of page 3 is blank. The mid-page "I certify… –SG" at 10/7 doesn't cover the 10/13 and 10/15 entries. Correction: The applicant signs the page 3 certification.

Instructor on 6/15 identified by first name only

The 6/15/2026 pre-solo evaluation is signed "Sharon," 4986133CFI, exp. 11/27. Correction: That instructor adds a legible full printed name next to the signature.

Page totals and carried-forward totals correct

Landings struck out on 2/26 and 3/30 — takeoffs and landings don't match

On 2/26/2026 and 3/30/2026 (page 1), the landing count is struck through with nothing entered and no initials, leaving 1 takeoff and 0 landings on local KFUL–KFUL flights. That's why cumulative takeoffs (106) don't match landings (104). Correction: Enter the correct landing count with a single-line strike-through and initials.

Logbook totals incomplete or wrong

• The 10/7 "totals in preparation for PPL checkride" line leaves out night (3.4). • Page 3's Totals This Page, Amount Forwarded and Totals to Date are blank. • The 10/13 and 10/15 flights (1.7 hours) are never totaled. Recomputed totals as of 10/15: Total 49.8 · Dual 39.1 · PIC/solo 10.7 · Cross-country 13.4 · Night 3.4 · Simulated instrument 3.0 (2.7 until item 1 is fixed) · Takeoffs 112 · Landings 110 (if the 9/30 landing count is 1). Correction: Complete the page 3 totals.

Entries legible — no uninitialed alterations

Corrections made without initials (11 entries)

Corrected entries must be single-line struck and initialed by whoever made the entry. These were not: • 6/11: route (struck "KCPM") • 6/15: takeoffs written over • 6/29: PIC column crossed out • 7/16 (1.3): PIC and total crossed out • 7/16 (0.6): XC and dual crossed out, total rewritten • 7/25: regulation number written over • 8/17: aircraft ident written over • 8/19: route written over • 8/31: takeoff count written over • 9/30: landing digit written over (reads "1" or "11") • 10/7: total "48.64" crossed out to 48.1 The 5/5 and 9/30 time corrections are properly initialed "DG." Correction: Initial each correction above; instructor corrections by the instructor, applicant corrections by the applicant.

Endorsements

§61.87(n) solo authorization covering every solo flight

Solo flight to KEMT on 7/16/2026 had no authorization

The 0.6 solo entry (page 2) is routed KFUL–KEMT–KFUL, with "solo right closed traffic, normal landings, go-arounds" (3 takeoffs, 3 landings). KEMT is 17.1 NM from KFUL, so §61.93(b)(1) requires an endorsement for KEMT, and there isn't one (item 14). Solo time is still 10.1 hours without this flight, so the minimum is met. Correction: The instructor explains the flight; an endorsement can't be backdated. The examiner decides how to treat the unauthorized solo.

Return flight from KCRQ on 8/17/2026 not accounted for

The 8/17 solo XC is logged KFUL→KCRQ only, 1.4 hours, with "partial power loss, declared emergency." A Fullerton Aero Maintenance entry the same day (8/17) shows the aircraft was back at KFUL that day. Nobody logged the return. The 8/17 solo XC endorsement covers only KFUL to KCRQ. Correction: Explain who flew N2357K back on 8/17. If the applicant flew it solo, log the flight, and note that no endorsement covered that leg.

§61.93(b)(1) endorsement for KEMT missing

The applicant soloed at KEMT on 7/16/2026 (item 4). The only §61.93(b)(1) endorsement is for KFUL (dated 7/8/2026). Correction: Can't be backdated. The instructor explains, and the examiner evaluates. If KEMT will be used solo again, issue a §61.93(b)(1) endorsement for KEMT.

§61.93(c)(3) solo cross-country planning review for each flight

§61.93(c)(3) endorsements: landing points and return legs incomplete

Dated 8/31/2026 and 8/19/2026, Marcus T. Reed, 3917845CFI. The 8/31 endorsement names the destination as KMYF but lists landings "at KCRQ" only, leaving out KMYF and KFUL. The 8/19 endorsement covers KFUL to KCRQ only and doesn't state the return to KFUL. Correction: The instructor adds dated, initialed clarifications, only if they reflect what was actually reviewed.

Citizenship / TSA endorsement verified

U.S. citizenship verification dated after training began

Dated 5/5/2026, Marcus T. Reed, 3917845CFI. One demonstration flight may be flown before citizenship is verified, but verification must be documented by the second flight — logged training by the same instructor began 2/26/2026 and continued 3/30/2026, both before the 5/5/2026 verification date. 49 CFR §1552.7(a) prohibits training before citizenship is verified. The endorsement also doesn't record the birth certificate's control number — without it, the endorsement isn't valid. AC 61-65K cites 49 CFR §1552.15(c). Correction: If verification actually happened before the second flight, the instructor documents the real date and adds the control number. If not, this is an instructor TSA compliance issue for the examiner to weigh. The applicant brings the birth certificate or passport to the test.

Maintenance

100-hour inspection current (aircraft used for instruction)

100-hour inspection overflown by 27.16 hours (January–June)

The annual on 1/14/2026 was at tach 6138.65, so the next 100-hour was due at 6238.65. It was done 6/26/2026 at 6265.81, 27.16 hours late. §91.409(b) allows no more than 10 hours, and only to reach an inspection location. If N2357K is used for hire or for instructor-furnished instruction, it was operated out of compliance. By tach progression, the applicant's flights from about late May to 6/26 (including the 6/18 first solo) fall in this window. Correction: Provide tach and Hobbs records showing which training flights were flown beyond tach 6238.65.

100-hour inspection overflown by 27.42 hours (September–October)

The next 100-hour was due at 6338.65 (overrun time counts toward the next interval). It was done 10/10/2026 at 6366.07, 27.42 hours late; the mechanic's own entry calls it an "accidental overrun." Applicant flights from about mid-September to 10/10 (e.g., the 9/30 test-prep flight) are likely in this window. Correction: Same as item 18.

Overrun correction entry handwritten and uninitialed

In the 10/10/2026 entry, the typed "next 100-hour due at tach 6338.65" is overwritten by hand as "6438.65," with no initials or date. It's also on the "Major Repairs and Alterations" reference page. Correction: The mechanic makes a proper, signed and dated entry stating that the next 100-hour is due at tach 6438.65. Current tach must be shown below 6438.65 at the checkride.

AD compliance record complete and current

AD 72-03-03 R3 (flap actuator jackscrew) compliance not documented

S/N 17256371 is within the applicable range (17251823–17259904). The AD record shows the compliance date as "Unknown," method as "PCW. Persons unknown verified compliance on 8/19/1999 at ACTT 4767.2," and not recurring. The terminating modification (Cessna SL SE72-2 or SE72-17) isn't identified. Without it, the AD's repeat jackscrew inspection every 100 hours and annual clean-and-relube still apply, and neither is recorded. Correction: The mechanic verifies and records the terminating action, or performs and records the repetitive actions.

AD status records incomplete — engine and propeller sheets missing

The current airframe sheet already covers AD 2011-10-09 and AD 76-07-12, so nothing more is needed for those. The records aren't enough yet in three places: there's no engine AD status list (Continental O-300-D, S/N 24075-D-0-D), no propeller AD status list (McCauley 1C172/EM7653, S/N E16023), and the AD 72-03-03 R3 entry doesn't state its method of compliance (item 21). §91.417(a)(2)(v) requires current AD status. Correction: Ask the mechanic for three things: (1) the engine AD status sheet, showing AD 2023-17-04 complied with and the oil filter adapter gasket type (copper AN900-28/-29 or stainless ST07); (2) the propeller AD status sheet, even if it just says "no applicable ADs"; (3) the method of compliance written on the AD 72-03-03 R3 entry — for example, the terminating modification per Cessna SL SE72-17.

Every maintenance entry signed with a certificate number

Propeller TSMOH matches engine TSMOH

The 6/26/2026 propeller entry shows TSMOH 646.15, identical to the engine's. Correction: Verify and correct the propeller's time.

✅ 20 hours dual instruction — checked and met.

✅ 3 hours dual cross-country — checked and met.

✅ Pre-solo flight training (§61.87(d)) received and logged — checked and met.

✅ Pre-solo cross-country training (§61.93(b)) received and logged — checked and met.

✅ 3 hours night — incl. the >100 NM night cross-country and 10 night full-stop takeoffs & landings — checked and met.

✅ 3 hours test prep within the last 2 calendar months — checked and met.

✅ 40 hours total time — checked and met.

✅ 10 hours solo — checked and met.

✅ 5 hours solo cross-country — checked and met.

✅ §61.87(b) pre-solo knowledge test endorsement — checked and met.

✅ §61.87(c) pre-solo flight training endorsement — correct make & model — checked and met.

✅ §61.93(c)(1) & (2) solo cross-country training endorsements — checked and met.

✅ §61.39(a)(6)(i) & (ii) test-prep / prepared-for-test endorsement — checked and met.

✅ §61.105 ground training endorsement — checked and met.

✅ §61.107 flight proficiency & §61.109 aeronautical experience endorsements — checked and met.

✅ Every endorsement dated, signed, legible CFI number, CFI certificate unexpired — checked and met.

✅ Annual inspection within the last 12 calendar months — checked and met.

✅ Altimeter / static check (§91.411) within 24 calendar months — checked and met.

✅ Transponder check (§91.413) within 24 calendar months — checked and met.

✅ ELT inspection within 12 calendar months, battery current (§91.207) — checked and met.

✅ Airworthiness certificate, registration, and current weight & balance provided — checked and met.

The Pre-Eligibility Check is a preliminary review based on the records submitted. It does not guarantee eligibility — the examiner's determination at the practical test is final — but it is designed to find, in advance, the problems that most often stop a checkride from starting.

Why this exists

Common problems this catches

What gets checked

Ground training logs

Flight training logs

Aeronautical experience

Endorsements

Aircraft maintenance records

How it works

Sample report

GROUND TRAINING

FLIGHT TRAINING

AERONAUTICAL EXPERIENCE

ENDORSEMENTS

MAINTENANCE