Insights

You need more than knowledge and proficiency

Recently I observed an increase in checkride failures caused by personal demeanor, extreme checkitis, and a family crisis. Flight training itself was not the problem.

With respect to knowledge, skill, awareness, and judgment, aviation resides on a high plateau that is rarely compromised. To reach that plateau, however, you must also have the proper demeanor--you must know how to act as pilot in command of an aircraft, a responsibility that is shared by all competent pilots from private pilot to airline captain.

At times you must be demanding. Your demeanor must clearly indicate that you will not allow an examiner or an air traffic controller to put you in a situation that compromises your skill level or flight safety. Examiners check your knowledge and skills; controllers move aircraft. However, when you feel rushed (behind the airplane), you must act as pilot in command and request a delay--360-degree turns for visual flying, or a delay radar vector for instrument flying. Don't be nice and try to please others. You have a situation that must be resolved before you can proceed. Let them know that.

The family crisis I mentioned is one example of what I've witnessed several times in the past: A pilot has a personal problem while in training or before a checkride but says to himself, "I've got to get through this in spite of my problem." That's a fatal mistake! Training suffers; checkrides are failed. If faced with that situation or illness, cancel the event. There is no need to apologize or explain the problem, which in many cases should be kept private. Just cancel the event until the problem is resolved. Never fly an aircraft unless you can devote 100 percent of your attention to that endeavor.

You must have full confidence in your abilities. Obviously, you can't take a checkride without your instructor's recommendation, but if you lack confidence, do not say, "My instructor thinks I should take the checkride, so I guess I'll do it." Tell your instructor how you feel and get it corrected. You must be honest with yourself and your instructor. This is no time to act cool or fake it. Be certain that you have reached the aviation plateau before you take a checkride.

You can pass an FAA knowledge test by using rote learning, but a practical examination--with its oral and flight components--makes you apply that knowledge and correlate it to hypothetical situations that will be presented on the ground and in the air: flight planning, in-flight diversions, weather considerations, and maintenance issues. Training programs that "teach the test" are inadequate for overall success.

What do you do best, and how do you feel when you're doing it? That's the feeling you must have prior to a checkride. You're going to show the examiner how good you are, and you're not going to let the examiner distract you from your responsibilities--which they are required to attempt as part of the examining process.

You have acquired numerous publications, many of which were mandated by your instructor or flight school. However, as you near the end of your training program and are preparing for the checkride, concentrate on the source documents: federal aviation regulations, Aeronautical Information Manual (AIM), the Airport/Facility Directory, the airplane flight manual, navigation chart legends, meteorology, and the practical test standards that list the applicable checkride tasks.

Two other areas deserve consideration: sleep and radio communications. To excel, you must get a good night's sleep before the checkride. One of the students I mentioned obtained a total of only seven hours of sleep during the two nights that preceded his checkride. Why didn't he sleep? Because he was so nervous about the checkride--that's checkitis! Do that, and you'll inevitably make a disqualifying mistake.

The first indication of your capabilities and professionalism will occur when the examiner listens to your radio communications. Whether you're flying from a nontowered airport or one with a control tower, you should use the phraseology and procedures that are clearly explained in the AIM. That includes the frequent and proper use of the words roger or wilco for nonessential ATC advisories or instructions that you understand--transmissions that do not involve a runway clearance or a heading or altitude assignment, which you must read back.

Your personal demeanor is critical; make it obvious to all concerned that you are the pilot in command. Then, if you're well rested with no personal problems, your checkride will be successful.

Ralph Butcher, a retired United Airlines captain, is the chief flight instructor at a California flight school. He has been flying since 1959 and has 25,000 hours in fixed- and rotary-wing aircraft. Visit his Web site.