Checkride

On the day of your checkride, your designated pilot examiner (DPE) will discuss during the pretest briefing your option of discontinuing the test. Although rarely used, it is a powerful tool that every applicant should be fully aware of before embarking on the checkride experience. The FAA directs its DPEs to announce, “The test has begun,” or words to that effect, so there is no doubt in the applicant’s mind when the practical test has actually started. However, without knowledge of the discontinuance option, an applicant might believe there is no stopping this train once it’s rolling.

During the briefing, the DPE will usually define the various acceptable reasons for discontinuance. These include either the applicant or the DPE becoming ill, the aircraft developing a mechanical problem, or adverse weather conditions. Except for DPE illness, it is up to the applicant to take the proactive step of stopping the checkride. The DPE would then issue a letter of discontinuance to the applicant as proof that a portion of the practical test had already been satisfactorily completed. The only caveat is that the test must resume within the 60-calendar-day time limit the letter imposes. Beyond 60 days, an applicant would be required to complete the entire practical test again. When ready to continue, you are not required to stick with your original examiner. But selecting a different DPE will probably trigger another checkride fee and might bring some retesting of a few previously tested tasks.

Illness. Any examiner will speak up if he or she becomes ill. But what if you begin feeling symptoms, from basic upset stomach to extreme anxiety, during the test? Or what if you begin feeling very uncomfortable about the chemistry between the examiner and yourself, or the examiner is becoming overbearing, overly critical, or excessively intimidating? Any of these would be grounds for you to request a discontinuance. In short, simply not feeling comfortable enough to continue is good reason to stop. The important key is that you announce your illness before your feelings cause you to fail to meet the appropriate practical test standards.

Mechanical problem. Except for emergencies, if an aircraft component acts up, most DPEs will appear unconcerned or even unaware. Without saying a word, the examiner is actually testing several things simultaneously: the applicant’s ability to recognize that a problem even exists; the applicant’s ability to apply appropriate aeronautical decision making and risk management skills to deal with the problem; the applicant’s knowledge of what corrective action(s) to take; and the ability to implement those actions. For example, suppose that an excessive rpm drop is observed during a magneto check. A wise applicant will first announce the problem to the examiner—then, if properly trained in plug-clearing techniques, attempt to correct the problem. If not, taxi the airplane back to the hangar for corrective maintenance. The important distinction is that the applicant declares the aircraft unfit and requests the discontinuance if the problem cannot be resolved. Do not force the DPE to point out the excessive rpm drop, suggest a corrective action, direct a return to the hangar, or—above all—force the examiner to intervene by making the no-go decision for you. Sadly, when any of these occur, it’s too late to request a discontinuance; it’s time instead for a notice of disapproval.

Unsafe weather. As with the mechanical problem, the DPE is assuming the role of passenger and will not make an assessment of the weather conditions. You, as pilot in command, must make the appropriate decision either to go, or not to. The DPE will not fault you for employing your “personal minimums” that might be more conservative than what the FARs require. But if you choose to fly into conditions that are below legal minimums or that would exceed the aircraft’s limitations or your own abilities, the DPE will have no choice but to issue a notice of disapproval.

So on your big day, if problems beyond your control crop up, the letter of discontinuance may be your best solution—but don’t let a problem you have no control over take you down the tubes with it.