^^^ what Cloudhound said. Hopefully your CFI is familiar with this DPE and has some insight or can at least ask around and find out for you. Plenty of folks that have gone through the checkride will have slightly differing ways things went. I just went through mine this past July (down in Florida) and with the DPE I had it went like this... After I preflighted, we got in the plane, I used every checklist available for all procedures, did the taxi brief, we taxied (I checked turn coordinate working, DG working, etc.), did the run up, take-off brief, made radio call (non-towered airport), started my stopwatch, and we departed to the destination for the XC. On the departure/climb, I explained this is where I would pick up flight following, who I'd contact, etc., and who I would contact if need be if I needed to contact the FSS to activate my flight plan, etc. We got on course (I was allowed no GPS assistance although the plane's GPS map was showing but no flight plan entered). I dialed up a VOR, got the Morse code, tracked it to various checkpoints, I did a few time/distance calculations, gave him GS and ETAs from turning the E6B and all that fun stuff. Had the sectional in my lap, showing him where we were and what I was looking for (land marks etc.) then he gave me a diversion. He gave me the airport to divert to, so I started my stop watch, made a turn in the general direction, pulled a magnetic course from the sectional in my lap along with distance to the airport, spun the E6B again with wind information I already had from the flight plan, gave a magnetic heading and went that direction. Gave him an ETE/ETA and fuel needed to make it to the airport and then proceeded to obtain the frequencies to contact tower. Once I did that, he said, ok XC is good, let's move on to maneuvers. So then we went to an area appropriate for all that stuff.
Hope that's helpful... good luck!
