Sometimes, there are pretty obvious cues that it isn’t the day for your checkride. As a DPE, I hear all kinds of justifications for why someone is choosing to go forward with the test on a particular day. In too many instances, the logic of the justification should be a pretty good cue that rescheduling would actually be a better choice.
Here are a few I heard over the past 12 months used as justification for “I’m gonna do my checkride today no matter what.”
If I don’t get the checkride done today, I won’t be able to fly my family on the vacation we have planned for tomorrow.
I can’t help but think that if you are trying to force your checkride on a marginal weather day or if you aren’t really ready yet but are going to give it a try just because you have a trip planned to fly your family the next day, it might be time to hit pause. It might even be an indicator to the DPE that you are going to make such pressured decisions after the checkride also.
Get-there-itis also applies to checkrides, not just your flying after you are certificated. But if you are willing to let it affect your checkride, you are probably pretty likely to let it affect you in your flying later as well.
My parents say I have to have this done today.
Are you really ready to be the PIC if you are having your parents make the decisions for you about flying? I get it. Parental pressure to get your training done can be strong, but the DPE is there to see if you are ready to make good PIC decisions, as the pilot, not your parents.
If your parents putting pressure on you to get the test done is forcing you to do the test in conditions that are not suitable, you should be having a conversation with your parents about what you have learned about making good go-no-go flying decisions instead of telling the DPE that your parents really want you to take the test today.
I don’t have anywhere to live here if I don’t get this done today.
This reason to do a test has been given to me more times than it should have been! People who have already moved out of their apartment or house and generally are out of time and who have to go “back home” right after the checkride fall into this category.
Good pilots always have an “out” planned—an alternate option. I have on numerous occasions had people try to do their checkrides with all their belongings packed in their car or moving van just because they left it to the last minute and now had to move out. Give yourself extra time if you have an upcoming checkride to deal with schedule changes, bad weather, or other unforeseen delays.
This pressure point can be especially present when you are traveling to complete training. Be ready if you are doing this to stay longer, return at another time to complete training, or find a test back where you are from if you run into training delays.
I already told a job I have a commercial pilot certificate and start tomorrow, so I need to do it.
Well, telling the DPE you lied to your next employer isn’t really a great way to start off the checkride. And it probably wasn’t a great way to start off that job, either. Especially if anything at all delays you from getting that practical test done.
Putting the pressure to do a test as a make-or-break moment for your next job puts a lot of pressure on your practical test.
I’m out of money. All I have left is enough to do my checkride.
I get it, flight training is expensive. The good news is that the career path repayment on the investment in aviation as a professional career is one of the best out there. And with recent hiring booms, it is even faster than ever with higher pay and big signing bonuses. But that doesn’t solve the immediate problem if someone has no access to additional funds to finish their training or checkride. Delays in training, staying current while waiting for a checkride, and weather delays are just a few of the potential hiccups that can delay, extend, or expand training footprints. With that many times comes extra cost.
In some cases, folks end up pausing their training before they can finish up. We all hope that isn’t necessary, but that might be the best choice sometimes instead of trying to take a checkride when you aren’t really ready. That can result in added costs also.
I’m not telling you that everyone that used one of these justifications didn’t pass. Some did, some didn’t. But I know that the passing probability will not likely increase with added pressures. There is enough of that already in the fact that you are taking a test.
If you do proceed forward with a test with any of these or other handicaps already identified, you will get a fair shake from a DPE. However, they can’t stretch the standards because of conditions or circumstances. You will have to perform to the same standards despite any outside pressures as you would if you did it on a day when these pressures were not present.
I will always encourage any practical test applicant to do their test on a day and in conditions they are confident that they will be able to perform within ACS/PTS standards. Don’t leave passing your test up to luck. If you find yourself on a day where the weather is questionable, the aircraft is experiencing any challenges, or you aren’t feeling up to the IMSAFE checklist, perhaps it’s time to push the pause button and reset for another day.
The pressure to get a checkride done can be significant. Show the examiner that you will make good PIC decisions before you even start by not starting when you shouldn’t.
https://media.flighttrainingcentral.com/wp-content/uploads/2022/12/07110502/checkride-success.jpg10801920Jason Blairhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngJason Blair2024-07-15 08:55:492024-06-26 13:45:21Excuses to Proceed with a Checkride (You Probably Shouldn’t be Using)
When taxiing towards the starting point of a runway, you may see a red sign on the left with the letters ILS. There will also be a corresponding yellow marking on the taxiway, which looks like a ladder. This identifies the critical area for the instrument landing system, located near the ILS antenna array, where an airplane on the ground (or vehicle) in that space could interfere with the radio signals for airplanes flying an ILS instrument approach.
An ILS consists of two separate facilities that operate independently but come together in the cockpit to enable both lateral and vertical precision guidance. The localizer transmits VHF signals to provide lateral guidance, while the glideslope facility transmits UHF signals to provide vertifcal guidance.
You are only expected to hold short of this area when instructed to by ATC; however, at non-towered (pilot-controlled) airports, pilots should remain clear of ILS critical areas when an aircraft is within two miles of the runway threshold and the ceiling is below 800 feet OR the visibility is less than two miles.
ILS critical area
The ILS Critical Area Boundary Sign has a yellow background with a black inscription with a graphic depicting the ILS pavement holding position marking. This sign is located adjacent to the ILS holding position marking on the pavement and can be seen by pilots leaving the critical area. The sign is intended to provide pilots with another visual cue which they can use as a guide in deciding when they are clear of the ILS critical area.
ILS critical area boundary sign
https://media.flighttrainingcentral.com/wp-content/uploads/2024/03/07120655/ILS-critical-area.png428921Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-07-12 08:55:242024-06-25 17:40:20Ask a CFI: What is an ILS critical area and when should I hold short?
Thunderstorms can cause considerable aircraft damage on the ground and in flight. Even airlines take extra precautions to divert around convective activity for the comfort of the passengers and the safety of the flight.
In this week’s video tip, you’ll learn the three conditions necessary for the formation of a thunderstorm. A thorough understanding of how and when thunderstorms develop will allow you to plan your flight to avoid dangerous weather.
https://media.flighttrainingcentral.com/wp-content/uploads/2021/02/05170055/Hyperventilation-Graph-HD-0-00-09-25.png10801920Chris Clarkehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngChris Clarke2024-07-08 12:00:132024-07-08 14:06:45Quiz: How Does The Body React To Flight?
The term “human factors” refers to the wide range of issues affecting how people perform tasks in their work and leisure environments. Human factors study applies knowledge of the human body and mind to better understand human capabilities and limitations which allows stakeholders to better design tasks and technology in order to optimize the relationship between human operators and the environments within which they work.
To help better understand how pilots conduct and support flight operations, nine new Human Factors courses are available on the FAASTeam’s website at https://bit.ly/HFcourses. The course modules focus on safety culture, human performance, communication, teamwork, situational awareness, decision making, threat and error management, human information processing, and design and automation and are eligible for credit in the WINGS Pilot Proficiency Program. The courses include:
Safety Culture—Culture very much drives, “the way we do things around here”. And yet many general aviation pilots feel that, because they don’t fly for an aviation organization, they’re not subject to cultural influences.
Human Performance—Human Factors knowledge has shown us how to excel in dealing with the physical, intellectual, and emotional challenges of flight.
Communication—Misunderstandings and communication failures at best cost time and money, and at worst, compromise safety.
Teamwork—There is a huge network of individuals and services available to every pilot and working with these assets as a team, we can fly to more places, more efficiently, and more safely than we can on our own.
Situational Awareness—Becoming situationally aware begins well before we take flight. In many cases before we arrive at the airport.
Decision Making—This module teaches us how to make good decisions, even in tough situations.
Threat and Error Management—This module gives us knowledge and tools to manage threats, errors, and undesired aircraft states.
Human Information Processing—An overview of how our information processing system works and how a process intended to lead to success can occasionally contribute to failure.
Design and Automation—Technology and automation have eased pilot workload in some areas but increased it in others.
https://media.flighttrainingcentral.com/wp-content/uploads/2012/12/05183358/copilot-seat.jpg7681024Flight Training Central Staffhttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngFlight Training Central Staff2024-07-05 08:55:422024-06-25 09:39:09New human factor courses available at FAASafety.gov
While spin training is only required for new flight instructor candidates, pilots of all skill levels should know the steps to recover from a spin. Join Patty Wagstaff in her Super Decathlon aerobatic airplane, as she explains how it’s possible to enter a spin, and then the proper recovery steps to return to straight and level flight, in this video segment from Sporty’s Basic Aerobatics Course.
https://media.flighttrainingcentral.com/wp-content/uploads/2023/03/15115119/spin.jpg10801920Bret Koebbehttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngBret Koebbe2024-07-02 09:54:212024-07-03 18:08:16How to recover from an airplane spin, with Patty Wagstaff
Excuses to Proceed with a Checkride (You Probably Shouldn’t be Using)
/in Tips and technique/by Jason BlairSometimes, there are pretty obvious cues that it isn’t the day for your checkride. As a DPE, I hear all kinds of justifications for why someone is choosing to go forward with the test on a particular day. In too many instances, the logic of the justification should be a pretty good cue that rescheduling would actually be a better choice.
Here are a few I heard over the past 12 months used as justification for “I’m gonna do my checkride today no matter what.”
If I don’t get the checkride done today, I won’t be able to fly my family on the vacation we have planned for tomorrow.
I can’t help but think that if you are trying to force your checkride on a marginal weather day or if you aren’t really ready yet but are going to give it a try just because you have a trip planned to fly your family the next day, it might be time to hit pause. It might even be an indicator to the DPE that you are going to make such pressured decisions after the checkride also.
Get-there-itis also applies to checkrides, not just your flying after you are certificated. But if you are willing to let it affect your checkride, you are probably pretty likely to let it affect you in your flying later as well.
My parents say I have to have this done today.
Are you really ready to be the PIC if you are having your parents make the decisions for you about flying? I get it. Parental pressure to get your training done can be strong, but the DPE is there to see if you are ready to make good PIC decisions, as the pilot, not your parents.
If your parents putting pressure on you to get the test done is forcing you to do the test in conditions that are not suitable, you should be having a conversation with your parents about what you have learned about making good go-no-go flying decisions instead of telling the DPE that your parents really want you to take the test today.
I don’t have anywhere to live here if I don’t get this done today.
This reason to do a test has been given to me more times than it should have been! People who have already moved out of their apartment or house and generally are out of time and who have to go “back home” right after the checkride fall into this category.
Good pilots always have an “out” planned—an alternate option. I have on numerous occasions had people try to do their checkrides with all their belongings packed in their car or moving van just because they left it to the last minute and now had to move out. Give yourself extra time if you have an upcoming checkride to deal with schedule changes, bad weather, or other unforeseen delays.
This pressure point can be especially present when you are traveling to complete training. Be ready if you are doing this to stay longer, return at another time to complete training, or find a test back where you are from if you run into training delays.
I already told a job I have a commercial pilot certificate and start tomorrow, so I need to do it.
Well, telling the DPE you lied to your next employer isn’t really a great way to start off the checkride. And it probably wasn’t a great way to start off that job, either. Especially if anything at all delays you from getting that practical test done.
Putting the pressure to do a test as a make-or-break moment for your next job puts a lot of pressure on your practical test.
I’m out of money. All I have left is enough to do my checkride.
I get it, flight training is expensive. The good news is that the career path repayment on the investment in aviation as a professional career is one of the best out there. And with recent hiring booms, it is even faster than ever with higher pay and big signing bonuses. But that doesn’t solve the immediate problem if someone has no access to additional funds to finish their training or checkride. Delays in training, staying current while waiting for a checkride, and weather delays are just a few of the potential hiccups that can delay, extend, or expand training footprints. With that many times comes extra cost.
In some cases, folks end up pausing their training before they can finish up. We all hope that isn’t necessary, but that might be the best choice sometimes instead of trying to take a checkride when you aren’t really ready. That can result in added costs also.
I’m not telling you that everyone that used one of these justifications didn’t pass. Some did, some didn’t. But I know that the passing probability will not likely increase with added pressures. There is enough of that already in the fact that you are taking a test.
If you do proceed forward with a test with any of these or other handicaps already identified, you will get a fair shake from a DPE. However, they can’t stretch the standards because of conditions or circumstances. You will have to perform to the same standards despite any outside pressures as you would if you did it on a day when these pressures were not present.
I will always encourage any practical test applicant to do their test on a day and in conditions they are confident that they will be able to perform within ACS/PTS standards. Don’t leave passing your test up to luck. If you find yourself on a day where the weather is questionable, the aircraft is experiencing any challenges, or you aren’t feeling up to the IMSAFE checklist, perhaps it’s time to push the pause button and reset for another day.
The pressure to get a checkride done can be significant. Show the examiner that you will make good PIC decisions before you even start by not starting when you shouldn’t.
Ask a CFI: What is an ILS critical area and when should I hold short?
/in Tips and technique/by Flight Training Central StaffWhen taxiing towards the starting point of a runway, you may see a red sign on the left with the letters ILS. There will also be a corresponding yellow marking on the taxiway, which looks like a ladder. This identifies the critical area for the instrument landing system, located near the ILS antenna array, where an airplane on the ground (or vehicle) in that space could interfere with the radio signals for airplanes flying an ILS instrument approach.
An ILS consists of two separate facilities that operate independently but come together in the cockpit to enable both lateral and vertical precision guidance. The localizer transmits VHF signals to provide lateral guidance, while the glideslope facility transmits UHF signals to provide vertifcal guidance.
You are only expected to hold short of this area when instructed to by ATC; however, at non-towered (pilot-controlled) airports, pilots should remain clear of ILS critical areas when an aircraft is within two miles of the runway threshold and the ceiling is below 800 feet OR the visibility is less than two miles.
ILS critical area
The ILS Critical Area Boundary Sign has a yellow background with a black inscription with a graphic depicting the ILS pavement holding position marking. This sign is located adjacent to the ILS holding position marking on the pavement and can be seen by pilots leaving the critical area. The sign is intended to provide pilots with another visual cue which they can use as a guide in deciding when they are clear of the ILS critical area.
ILS critical area boundary sign
Video tip: How thunderstorms develop
/in Video Tips/by Bret KoebbeThunderstorms can cause considerable aircraft damage on the ground and in flight. Even airlines take extra precautions to divert around convective activity for the comfort of the passengers and the safety of the flight.
In this week’s video tip, you’ll learn the three conditions necessary for the formation of a thunderstorm. A thorough understanding of how and when thunderstorms develop will allow you to plan your flight to avoid dangerous weather.
The video clip below is from Sporty’s complete Learn to Fly Course.
Quiz: How Does The Body React To Flight?
/in Quiz/by Chris ClarkeDo you know how the human body will react when exposed to the harsh conditions of high-altitude flight?
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New human factor courses available at FAASafety.gov
/in News/by Flight Training Central StaffThe term “human factors” refers to the wide range of issues affecting how people perform tasks in their work and leisure environments. Human factors study applies knowledge of the human body and mind to better understand human capabilities and limitations which allows stakeholders to better design tasks and technology in order to optimize the relationship between human operators and the environments within which they work.
To help better understand how pilots conduct and support flight operations, nine new Human Factors courses are available on the FAASTeam’s website at https://bit.ly/HFcourses. The course modules focus on safety culture, human performance, communication, teamwork, situational awareness, decision making, threat and error management, human information processing, and design and automation and are eligible for credit in the WINGS Pilot Proficiency Program. The courses include:
How to recover from an airplane spin, with Patty Wagstaff
/in Video Tips/by Bret KoebbeWhile spin training is only required for new flight instructor candidates, pilots of all skill levels should know the steps to recover from a spin. Join Patty Wagstaff in her Super Decathlon aerobatic airplane, as she explains how it’s possible to enter a spin, and then the proper recovery steps to return to straight and level flight, in this video segment from Sporty’s Basic Aerobatics Course.