Ep. 130: 5 Ways Pilots Fail Checkrides | Common Failures 

I am sorry for my question, but how old are you? I am 33 years and planning to become pilot, and comments like this really motivate me$

@@a.d.5078 I turned 60 last June and am getting my private hopefully in March! :)

Similar shit happened to me on mine, I did some unfavorable maneuvers outside of ACS tolerances and never did a short field landing. I could’ve sworn I was going to get asked to come back but I got the signature

I'm doing mine in 2 says and I saw something about being able to recognise mistakes when you do make them... being adaptable and safe, not just blatantly skipping over things.

@@zxr92 How did it go?

Lol awesome. My dad knew a guy who was doing an atp ride I think in a twin engine. The examiner yanked the throttle back right at V1 and the applicant said, "your controls." He got a free ride. Lol

Hahaha! Thanks for the laugh. I'm getting all nervous and worked up about to take my PPL checkride soon and this comment was just what I needed.

My instructor was having me fly a pattern, fence, railroad track and a road. I was doing good until he reached over and closed the throttle and said "you lost your engine, now where are you going to land "? Always be aware of that situation no matter if you're alone or with a friend.

@@garyacker7388 on the ground. Boom! technically correct is still correct

instablaster.

I was always taught to talk things through. It lets your passengers know what is going on and helps form habit. Safe flying!

I forget what the rules were link in 2001. But today the DPE is required to tell you immediately if you've failed and offer you the opportunity to continue the rest of the checkride. So if they say nothing you're passing.

LuvBorderCollies oops! 😁

If you really said that you're a fool. Even if you felt you did good you should have kept your mouth shut. Been flying for 39yrs never heard of some nonsense like that. He should have made it harder and then failed you.

Muhammad Steinberg damn dude relax, he’s here admitting his mistake already

@@muhammadsteinberg Wow this guy is a total tool. I bet the flight crews love working with any pilot but you. After your "39 years" (probably 36 out on the ramp?), I bet you get your medical approved by a proctologist, because you're an ass.

@@muhammadsteinberg oh yes, let's fail people because they were overly happy about their landing. My God.

Seems crazy Right!?!

Is it typical for the process to take 9 hours?

I would have reported that examiner for going below FAR minimums of 500' agl. .

And you should have been looking for a place to put the plane down long before you got below 1500' agl. Shame on you there.

@@MasterCarguy44-pk2dq Yes: He should initiate a formal inquest with his Part 141 School in writing or if Part 61 CFI I dunno procedure there; I have seen too many videos of what should never occur so meeting with his CFI first to review papers and the report so that it is team; And in no way joking be sure the Examiner is not to approach trainee in any way since this shows - for my 02¢ from my experience - something is lacking in the examiners notion of what the check ride is for ◘ My CFI was very calm instructing me on similar matters with 2 Events to mind where I performed well though CFI never pushed me and the machine anywhere near limits of normal operations; I talked him into Hammerhead Stall in a Trainer and engine went cold as it fell through and rather than letting me recover he took it on _Do something that works_ rather than any Panic Mode so sounds to me like this Examiner needs to be removed from the Safety Chain

These wimpy guys above that say to report him are all wrong. You can go under 500 feet agl and be legal.. Just stay 500 feet away from people or structures, thats all.. Under 500 feet is where most mistakes happen, so it must be tested. Most pilots in USA GA are taught the wimpy way by not going low on forced landings. That is why most pilots stall the airplane when have to go under 500 agl and you see so many forced landings on a perfect flat field with the airplane fully stalled on the nose and the guys killed.. Mild Maneuvering Maggots with a pilot license.

Wait a minute. The examiner didn't just make you land the plane and get out when you failed?

Wow, that's good information

Yeah, I'm not becoming a pilot then. I have issues following this advice...

Good Luck!

how did the test go

How did the test go?

​@@marshallmabutho9462 passed with 85%! Passed my checkride too, and now I passed my IFR written and am now onto IFR flight portion(: I also started uploading videos on my channel, hate to self promo but I hope it might help you...I made videos on how I passed the PPL and IFR written exams!: PPL: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V5RmkUeYbsw.html IFR: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-uHATw6ZrO_c.html thanks for asking, take care and blue skies! - abbie

@@Alaska-mk4ok I passed with 85%! Passed my checkride too, and now I passed my IFR written and am now onto IFR flight portion(: I also started uploading videos on my channel, hate to self promo but I hope it might help you...I made videos on how I passed the PPL and IFR written exams!: PPL: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-V5RmkUeYbsw.html IFR: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-uHATw6ZrO_c.html thanks for asking, take care and blue skies! - abbie

Life was so much simpler then. Check rides were a cake walk. Even in 2003 a 172 wet was $65/hr and 100LL fuel was $2.15/gal, the instructor was $30/hr. Today, that 172 is over $120/hr to 140/he and instructor is $65/hr. Fuel over $5/gal. Odd because fuel is easier and cheaper to make, same airplane, same instructor so why the huge cost increase? Just doesn't make any sense other than political & corporate greed plain and simple.

I lived a couple of miles from a FBO and started flying in 1988 a 152 was $38.?? wet and Warrior 140 $44-45 wet. don't remember the cost of the instructor. My goal was to fly not get a license. Soloed my way to around 99 hours, Lots of 90 day sign off's and lots of cross countries. One of my instructors talked me into scheduling a check ride because I was making him look bad. Passed the written test and the check ride flew another 40 hours. I move to the shore bought a boat and haven't flown since that was in 92. Getting the itch again. Mark in Madison

Cuppa Joe, I have heard that many times. How it was so much easier and dirt cheap and actually FUN. Today it’s like taking an entry exam for an Ivy League school or Bar Examnotto mention nearly 6 figures just to get to the ATP.

They talk about a shortage of pilots but are making it so people do not want to do it. 2018 and so far in 2019 applications for the ppl are down 30% since 2005. That says a lot.

I was working on my license ~2003, the prices werent even close to that. And I was using a flying club with the best rates for 100 miles.

I appreciate this!! I try my best

funny seeing you here!!!

Always happy to help!

You replace the carburetor with a simple throttle body which is basically just a butterfly valve to control air flow and thus manifold pressure. Then rather than fuel being sucked into the air stream by the carb venturi, fuel is injected into the stream under pressure (like a spray nozzle on a bottle of window cleaner). The fuel can be injected at the throttle body with one or two nozzles, or with many injectors each placed just before each cylinder. Using one per cylinder and timing the spray to approximately match the intake valve timing is called sequential port fuel injection. The amount of fuel injected can be controlled via a simple open loop map, which is much like tuning a carburetor and assumes certain conditions, or with a closed loop where sensors tell the injection controller if it needs to adjust the basic fuel map up or down to meet current conditions. The sequential port method ensures each cylinder gets its allotted fuel, while the simpler throttle body or carburetor methods may result in some cylinders receiving slightly richer or leaner fuel mixes than others. The amount of fuel injected in the sequential method is adjusted by the length of each injection pulse, pressure is fairly constant to ensure a fine spray; the throttle body method used with multiple cylinders tends to use a continuous spray and adjust pressure (possibly combined with a small low/idle nozzle and a larger high power nozzle) Individual cylinder injectors can also use a continuous spray which was used more in the past before integrated circuit controls and works well enough when operating a constant high load as in aircraft but air-fuel mixing is not quite as good as the sequential control method. The advantage of crude open loop throttle body injection (as found in some WW2 fighters) over carburation is that there is no float bowl so no sloshing and it works with negative Gs and rapid acceleration, the lack of venturi also offers very slightly less restriction to air flow and reduced icing potential. Disadvantage compared to carburation is the need for higher pressure pumps (carbs can even be gravity fed) and in the time before integrated circuits control of injected fuel flow could be mechanically complex. (at least in automobile applications with frequent acceleration and change)

Did you pass?!?

@@matthewrammig yes currently a CFI!

@@horvath3000 congratulations!!

GREAT advice, I agree!!! Airspace was big during my whole training

Glad it helps! Share us on Facebook and around the airport with your friends! Check out the Checkride Prep at www.fly8ma.com !

You’re welcome 😊 good luck on your check ride!

Jayden Strickalnd i

Haha....been there!

Much appreciated.. Feel free to share it around!

Hope you surmounted those obstacles and your Check Ride went well. We pilots can't afford to forget things. That's what they make checklists for. If you have problems in some areas, then make one for yourself and use it.

Thanks! Due to some emergencies my checkride was postponed. It is now on the 20th of Jan. My instructor said I need minor tweaks to remember these things, and that my basic flying and handling of the aircraft is good. Checklists do help. But I've been chair flying the procedures, because they have to be "second nature" (and one has to do them automatically) when performing maneuvers like slow flight, stalls and steep turns!

Glad it helps! Check out the Checkride prep at www.fly8ma.com !

I instruct at page. I watch people bust that charlie at least once or twice a week

Much appreciated!! That's always the goal. But safe travels over there!

PhillyAviator86 thank you!!!

I know pal, especially when it comes to saying “I do.”

I talked out loud just about every action I was going to make and why. My Examiner really liked that I did that.

Southern California it is 750 for your private.....

$500?? And then $300 for a retest?? Thank your lucky stars!! In Northern California (DAVIS), where I got my Private, it was $750 for the checkride, and $650 if you needed a retest! (and that was over 2 years ago). God alone knows what it's now (rollseyes).

I try to be the dumbest passenger they will ever have in order to make sure that they are going to be safe and check everything.

@@zozofacebook333 Same in illinois

Tablets are not allowed to be used during the diversion portion. You would need at least a paper map.

@@killingrules This is incorrect. Please see AC-91-78. www.faa.gov/documentLibrary/media/Advisory_Circular/AC_91_78.pdf dated July of 2007. The FAA has given clear guidance to both pilots as well as examiners that EFB's may be used in ALL phases of flight. For over 12 years now. An examiner that requires paper charts is running afoul of this guidance.

I realize you've already taken your checkride, but I'm replying in case another student is struggling with the same things (I used to have trouble going too wide on downwind). Pick a spot on your wing or wing strut that you have measured as the "perfect" distance in the pattern. For me, it's a little bit above the strut step on a 172. You just have to fly at the airport you're used to in the pattern you're used to flying, find that spot, and remember it. As for too high on landing, you just have to practice to get a feel of where you need to be. Set up spots in the pattern where you want to hit an altitude, and practice nailing them. For example, 600'AGL, turn base. Don't descend below 400'AGL before turning final. Then just fly the plane to the runway. You can see where your glideslope is going to take you by looking at the runway. Where you will flare is the spot that doesn't appear to be moving. Remember, it's better to be high than low. When you're high, you still have the option to cut power, put in all flaps, do a slip, or go around. When you're low, you're putting all your faith in that throttle coming when you need it. There's a chance you're going to try to put in throttle and it won't be there (throttle cable breaks, engine quits, etc.), always be able to make the runway with the throttle you have. Pull only what you need.

Skraith thank you!

Can't say I'm too familiar with what the guidelines are for transferring a certificate from Guatemala (mostly we just deal with lots of caa and jaa). The people that do know however are in OKC, its the AFS-760 Branch of the FAA, Airmen Certification. They'll be able to tell you, or be able to tell you where to look (its not something that will be in the FARs). Here's the # (866) 878-2498.....good luck!

You would need to do the written Exam, get prepped for the check ride around 3 hours if I am not mistaken, then a check ride! Not hard, nor will it take a whole lot of time and money either.

RIGHT ✔💯 NOW BE QUIET & LISTEN... 🎯

Just check the FAA airmen registry. They're certifications (along with instructor endorsements) should be listed. If they're not listed, call your FAA Standards District Office ASAP.

Do you have a CFI name? Jason Glazier was a CFI if that is helpful (CFI involved in lost flight). Certificate: FLIGHT INSTRUCTOR Date of Issue: 11/20/2014 I'm a bit curious - if you are getting your PPL or have it, how do you not know how to look this stuff up?

Yes; the Private Pilot Certificate requires a knowledge, oral, and flight test.

Yes, sometimes you can be sending erroneous or sporadic data and that really messes with Approach/Center/whoever you are on with. They may well tell you to stop squawking alt. You will of course need to get that sorted on the technical side of things later.

@@michaelhopkins6033 So, the reason is technical?

@@agentorange153 Correct. This would be a decision made by ATC/those receiving the altitude squawk, not you as a pilot. Basically something is wrong with your equipment and they don't want the confusing or intermittent data on their radar tracks.

a pilot, come on, old dad joke

Doctor.

That's insane.

5 holds and 4 approaches - did the first ones not go so well ?

Sound's miserable

Damn.. that's brutal...

dave jones I nailed every one (a hold about a fix, gps hold, full procedure and a hold at the missed point) of them even though it was crazy windy.. guy just had something to prove and enjoyed talking about himself. I got him back though... he told me that he was the only glider/Sailplane (along with Rotorcraft and multi-fixed-wing and SEL and IFR) examiner in the state. I reported him to the FAA because I knew that max per seat weight limit was 227 pounds and he weighed in at 265. Can’t break the rules to enforce or test on the rules. I now, feel sort of bad. Back then, I felt justified because it’s our duty (as a pilot) to protect the field.

ASW

it's been five months, but how'd it go?

How did it go? I take mine in a week

@@bigfranchise I take mine in a week!

@@greenmachineman7 did you pass? (:

Happy to do some ground with you to help you prep! I've signed off 17 CFIs and every single one passed first try!

Sal Tag w

Too bad you were not in SoCal because I'm trying to find a place to finish up my CFI.

Once you've established contact with a controller, they'll usually refer to you by the last three characters of your tail number. In this case, the last three are 8MA.

Hahaha....well most GA airplanes were built long before the 80s!

@@fly8ma.comflighttraining199 I also guess it is not a DIY job and costs too much to fix. Plenty of videos on RU-vid with bad headliners and seat coverings.

Ed T. Fun

It is Ed. If you did not get at least B’s in school, this is not the direction to go. It is tough, Instrument is very difficult and thenit gets kinda less tough againfor Commercial (which is like advanced Private), then the Multi getsdoubly tough and CFI is a big pain. ATP isalso very very difficult. To go beyond a sport/recreational or private license willget expensive and very difficult and one must be prepared to basically be in college nearly full time to get through the a Instrument and beyond, unless your were a B+ or A student in school. It means lots of study, Focus and little to no social media. I could not get airspaceit was way to confusing, primarily Class Echo and Golf, and systems. I barely got my ppl but I got it 30 yrs after my first few hours of lessons at age 43. Took 45 hours, soloed at 12 hrs. Then started my Instrument and got 4 weeks into it and then it got way confusing. Systems, approaches, alternates, IFR charts, clearances, etc. everyone kept telling me to give it up, my passion!!!! So I finally did and here I am wishing I had the $ toget back into it. I want to SO BADLY. The older we get the worse the memory gets though, too. Have not flown in 5 yrs. I wish I had finished it all to ATP back in the early 90’s when it could be done for under $35k and check rides were a breeze.

@@danbaltizar6346 I never got B's in school 😆 and I'm doing pretty well. It's more about work ethic and how bad you want it. Nobody should be discouraged from becoming a pilot just because you never got some stupid letter grade.

so airline pilot uniform with hat , aviator glasses are a must

Well then just stay on the ground if you can’t figure it out, go do something a little simpler, safer for everybody....

And fly airplanes!

Maybe for the PP-C but as you move up toward ATP-C not as much. Especially since Colgan's rubber stamp factory came to light, they are considering prior results and instructor comments in log books much more when judging a current test, no more slipping through the cracks or fake it 'till you make it.

I wish that was really the case....but after doing LOSA observations on CRJs they are still pushing through anybody with 1,500hrs and a pulse. Lots of very qualified guys out there, but quite a few that have no business flying a jet flying around in RJs out there too...

FractalPlay Reminds me of What do they call that person who graduated last in their class at medical school?----Doctor!

No doctor ever graduates with less than a B (i.e., 3.0) average. Moreover, Ds don't get degrees, because a 2.0 (i.e., a C) is needed to graduate. That said, we should never settle for the minimum. We're not learning to fly airplanes; rather, we're learning to be good pilots--first and foremost. Airmanship is, and always will be, the word of the day. Fly the airplane and be safe! Cheers!

Lol, try $650 down here in FL!

$500 is a "good" price in the ATL area.

$600 here in Denver and I'm getting ready fro the CFI which is $900..

Chris Olsen $650 in Houston

$600.00 Here in Western North Carolina.. Worth it in my opinion..Those DP's take a chance every single ride..