Flight Training - July 2024 - 24

PREFLIGHT CHECKRIDE 101
BY NATALIE BINGHAM HOOVER
THE DO-OVER QUESTION
THE FAA DOESN'T ALLOW REPEATS, BUT IT ALSO DOESN'T EXPECT PERFECTION
EARLIER THIS YEAR, I WAS GIVING A
private pilot checkride on a typical
Memphis, Tennessee, spring afternoon.
In other words, it was gusting to 20 knots
and bumpy as you know what. The steep
turn was rough. The poor applicant set up
in his 45-degree bank, then we hit some
turbulence. He momentarily rolled a little
steeper and started to lose altitude. He
made a nice correction only to hit another
bump and lose it again. The whole
maneuver was like that. Both directions,
he was fighting with the airplane the
entire time. When we finished, he looked
over, shoulders slumped, and asked,
" Can I do that again? "
" No, the FAA doesn't allow
do-overs, " I said, and the shoulder
slump got worse. " But that maneuver
met standards. Good job. "
The do-over question is a common
point of confusion. Here's what the FAA
says in the airman certification standards:
" If the evaluator determines that a task is
incomplete, or the outcome is uncertain,
the evaluator must require the applicant
to repeat that task, or portions of that
task. This provision does not mean that
instruction, practice, or the repetition of
an unsatisfactory task is permitted during
the practical test. " In other words, there
are three things the examiner must not
do: teach, help, or allow repeated maneuvers
when the first one clearly does not
meet standards. The only time a do-over
would be requested is if the examiner is
not sure of the outcome or the maneuver
gets interrupted. For example, I've
asked for a repeat before when ATC calls
in the middle of slow flight and says we
must climb for traffic. I've also asked for
a repeat when the applicant performs
a power-off stall and I'm not quite sure
if we made it to the full break or if the
applicant just initiated recovery because
we hit some turbulence.
24 FLIGHT TRAINING JULY 2024
Most of the time, like my applicant's
steep turn, the maneuver did meet
standards even though it wasn't perfect.
Remember, these maneuvers have built-in
leeway on altitude and airspeed. You will
fluctuate. The FAA lists common reasons
for an unsatisfactory checkride as " consistently
exceeding tolerances " or " failure
to take prompt corrective action when
tolerances are exceeded. " All you have
to do is keep making corrections. Do not
THERE ARE THREE THINGS
THE EXAMINER MUST NOT
DO: TEACH, HELP, OR ALLOW
REPEATED MANEUVERS WHEN
THE FIRST ONE CLEARLY DOES
NOT MEET STANDARDS.
allow the airplane to fly you. Also keep
in mind the standards were written for
smooth, no-wind days, and we all know
how often you get one of those. I can
count them on one hand.
Now, there is one time a repeat is
allowed, even encouraged: the traffic pattern.
A go-around is a required maneuver
on both the private and commercial checkrides.
So, if you don't choose to do one as a
result of an unstable approach or traffic on
the runway, the examiner will call for one
anyway. There are several common errors
to avoid here. For one, when you do a
go-around, proceed with decisiveness and
pilot-in-command authority. Announce
your go-around. Don't ask for permission.
Next, know the procedure and don't waste
any time completing it. Add full throttle
(don't forget right rudder!) and clean up
the flaps (and gear if applicable) on schedule.
You will not be able to climb away
from the ground until you at least get these
things started. Remember to watch out for
the power-on stall here. Although it's counterintuitive,
you have to actually push the
nose slightly forward until you can get the
trim back to neutral. And finally, communicate
with ATC and be mindful of other
traffic in the pattern, sidestepping the
runway if necessary. You always have the
option to do a go-around on landings with
one exception, the power-off one-eighty
accuracy approach and landing on the
commercial ride. Because that maneuver is
simulating an engine failure, a go-around,
if attempted, would cause the maneuver to
not meet standards. However, let's remember
safety first, checkride second. If that
maneuver starts to put you perilously close
to the ground or with an excessive bank
angle or descent rate that gets your heart
beating a little too fast, call the go-around.
Get some more training with your instructor.
Then come back and nail it the next
time you get your shot.
Keep in mind that while the FAA
does not allow repeated maneuvers, it
also doesn't expect you to be flawless. So,
when you deviate from the standards,
make a prompt correction and keep flying
your airplane the way you were trained.
You will not be perfect, but if you keep
trying to get there, you'll be happy with
the checkride results.
NATALIE BINGHAM HOOVER began flying in
2004. After corporate and airline work, she
now serves as an FAA designated examiner
and chief instructor of a flight school in
Mississippi.
Flight Training - July 2024

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