All is not lost

Busy flight schools often have overbooked aircraft schedules that make it hard to get an opportunity to fly. And even when you have flight slots reserved, weather or aircraft maintenance may interfere. Then you must pass the knowledge test, meet the checkride prerequisite requirements, and have the stars align to get an appointment with an FAA designated pilot examiner. So, what happens when you have successfully managed all these obstacles only to wake up on the morning of your checkride and see that the day’s forecast shows uncooperative weather conditions? Before you start to panic, consider that perhaps not all is lost.

The FAA has specific rules for the way checkrides are conducted. The regulatory guidance states that the “intent of the designee must be to complete the entire practical test in one day.” Therefore, if the TAF indicates a 200-foot ceiling and heavy thunderstorms for the entire period, it’s unlikely you will even be able to begin the ride. Make sure you have the examiner’s phone number so you can get in contact to reschedule in this instance. However, there have been several times as an examiner that I have begun the checkride ground portion because the TAF showed a trend for improvement later in the day. If you are willing to wait long enough, chances are good that there will be a window of better weather to get the flight portion completed.

If, after waiting, your most desperate prayers are not answered, the examiner can issue a Letter of Discontinuance, which will state that you have credit for the ground and must finish up the flight within 60 days (this expiration may be shortened by other factors such as an expiring knowledge test or 141 graduation certificate). Here’s the thing about a discontinuance: You will have to make the decision. At the end of a successful ground portion, the examiner will say something like, “You’ve met the standard on the oral. How’s the weather looking? Would you like to go fly?”

On checkride day, there are so many things to worry about, like your level of preparation or enough fuel in the tanks—things that are well within your control. The weather, however, is not one of them.Please don’t take this question lightly. Remember, the DPE is testing your decision-making ability as well as your knowledge and flying skills. If you say you’re going to fly, but there’s a 40-knot crosswind and a Category 5 hurricane, you will likely be walking away with a notice of disapproval and a suggestion to visit a psychologist. When the go/no-go decision is being made, applicants are often so eager to complete the ride that they are willing to fly in conditions in which they would never depart solo. They tell themselves it will be fine since an experienced pilot examiner is with them. Don’t make this mistake. The DPE is not allowed to act as a crewmember or an instructor and will not be providing assistance unless you have an inflight emergency. As with all things in aviation, if you are on that decision-making fence, choose the cautious route.

However, what if weather isn’t that bad? Yes, the winds are gusty, but they’re within your personal minimums, and it’s severe clear VFR. In this instance, it may be helpful to remember that the checkride standard was written for perfect, no-wind conditions. So, if there’s turbulence that causes you to temporarily deviate from your altitude during a steep turn, you should make a correction and get back within 100 feet of where you started. You are not expected to be a flying robot; you simply have to correct your mistakes. Here’s a checkride secret: A bit of turbulence is actually a favorable condition. Remember if the air is glass-smooth, every mistake you make will be that much more obvious. But watch out. There’s one area where this line of logic may get some applicants into trouble—takeoffs and landings. Just because a crosswind is present does not mitigate the standard to maintain the runway centerline. In fact, the examiner is supposed to test a crosswind takeoff and landing either physically or verbally if a crosswind runway is not available. Also, if a gust of wind carries you past your point on a short-field landing, you must execute a go-around rather than accepting the deviation.

On checkride day, there are so many things to worry about, like your level of preparation or enough fuel in the tanks—things that are well within your control. The weather, however, is not one of them. If the storms roll in, then you will simply reschedule for a better day, and Lady Aviation will continue teaching what she teaches best…fortitude.

Natalie Bingham Hoover began flying in 2004. After corporate and airline work, she now serves as an FAA designated pilot examiner and chief instructor of a flight school in Mississippi.