As we use to say in the military, cooperate and graduate.
However, the Private Pilot ACS is the document on the private pilot check ride. Again I don’t teach people for Private Pilot, I do type ratings.
Specifically Sections ID, IE, and VI A through D would be applicable. The FAA reference for the skills would be Chapter 16 of the Pilot’s Handbook of Aeronautical Knowledge (PHAK.)
Appendix A5 of the ACS lists exactly how an examiner is required to conduct the exam. They must have a written Plan of Action in English. They must meet the minimum evaluation requirements.
The required minimum elements to include in the POA, unless otherwise noted, from each applicable Task are as follows:
• at least one knowledge element;
• at least one risk management element;
• all skill elements; and
• any Task elements in which the applicant was shown to be deficient on the knowledge test.
Since POAs must include elements in which the applicant was deficient in the written each POA should be unique to the applicant.
Designated Pilot Examiners (DPEs) are unique to each FSDO. Becoming a DPE is a long arduous task. To be successful you need to be a known quantity to the local ASIs at the FSDO. You don’t become a DPE by cold calling the FSDO. DPEs are required to pass writtens to become a DPE candidate and they then must pass training by the FAA at Oklahoma City. (They must be selected by the FSDO to attend DPE school.) Once they have done all of that they then go on the list at the local FSDO and get ‘hired’ once there is an opening. (A number of years ago there was an article written by a DPE on becoming at DPE in the AOPA Pilot magazine.) They don’t get paid for any of this until they evaluate their first applicant. It is much easier to become a Training Center Evaluator (TCE) of a Part 141 or 142 center than to become a DPE. Once they are in, however, they are in and it is tough as nails to get rid of a bad DPE.
As such you continue to hear stories of DPEs that go well beyond the minimum requirements of the evaluation and insert their own opinions on the skill requirements. In one area as CFIs we knew a DPE who had the reputation of failing every other applicant. Schools tracked his evaluations to try and get their student in with him after someone just failed.
Unless things have changed recently you will still have to demonstrate the use of a plotter and E6B during the Private Pilot written. I guess don’t throw them away until after the Private Checkride.
As far as old school navigation try tactical navigation on 1:50000 maps under NVGs when you are required to hit your waypoints plus or minus 30 seconds and Gross Navigation Error (GNE) does not result in a phone number to call but the chance of getting shot at.