Sorry for the blunt talk, but IMO, both of these were on you. By checkride time, you should know that it's on you to check NOTAMS and navaid operability, and how to taxi to the correct runway.
Flying isn't just about the PPL checkride maneuvers. In fact, these things are more important than whether or not you can do a good steep turn.
Net both things should not be fail worthy, neither showed consistent outside the standards.
VOR one, people miss a NOTAM all the time and things change, the ACS states to use all available resources for pilotage and dead reconning, so if there were other ways for him to navigate he should have been allowed to use.
Taxing unless he turned into an incoming plane/traffic or some other safety hazard... But at uncontrolled airport, take next turn around and go other way... What happens if your taxing and winds do a 180 and someone calls in they wanna land the opposite way instead? You would turn around.
DPE sounds unreasonable unless there is more to the story
Thanks for your comment and brought that up.I asked him if I could use pilotage or dead reckoning or any other resources , and I also showed him how I would triangulate if the VORs were working. He told me I should’ve checked the NOTAMs . Before the flight, I specifically checked with the instructor, and he assured me that two of the VORs were working. But in reality, only one out of the five VORs in the area was actually operational.I was hopeful at least two of them would work .but unfortunately it didn’t.but I tried to show and explain if one more of the vors were working I would change the flags to “from” for both and triangulate it on my sectional.he told me it’s a failed test ,you shouldve knew your notams.then we fly back to the airport.that’s exactly what happened.and now for 3rd time my school is rushing me to take ,and I am not mentally ready .what shall I do ? I am really scared and confused.
Respectfully how old are you? Taking accountability is a huge part of being an adult. Overcoming obstacles, also a huge part of being an adult.
If I had to guess, your school is rushing for you to take it so that you don’t need to get re-endorsed and redo the entire thing.
It sounds like you know why you failed and it sounds like other things came up during your check ride. For your retest do you know what you have to accomplish? Typically, when you retest for a checkride, you only have to do the things that you failed the first time.
Thanks for commenting…since I haven’t completed any maneuvers during those two checkrides ,I think it will be whole new test on flight part .except the oral portion .
I agree- those are extremely harsh things to fail a private student on. Neither created a safety issue and could easily be debrief items if the balance of the ride went fairly well.
Agree on the VOR. Who cares if it’s out of service on the ground for a PPL ride? If the DPE wants to test basic VOR work (mine did) there’s an opportunity to tube and ID in the air. PPL is a VFR ride though so at worst this should have been a debrief item on the importance of thoroughly checking NOTAMs, IMHO.
Hard disagree on taxiing to the wrong runway though. That’s an incursion at a towered field and a potential safety issue anywhere. I’m 100% with the DPE on the unsat for that one.
The taxi clearance thing is fair, but also OP presumably would have announced their intentions on the radio at the untowered field which would have been a lot like that taxi clearance.
I also think taxiing to the wrong runway reveals other failures/unpreparedness when it comes to preflight action and situational awareness. Likely no taxi diagram out, lack of familiarization with the (presumably home) airport, etc.
Uncontrolled airport there is no taxi clearance. There is no mandatory reporting of which way you are taxing..
Most uncontrolled airports have a single taxiway that goes from the ramp down the length of the runway. Or two taxiways one on each side of the runway.
Either way as wind shifts you literally have to turn around and go other way. It's very often that a plane uses one of the turn around spots and come back the other way after another plane decides to takeoff / land in the opposite direction.
Again unless there was something in addition it's not a safety issue, at most nerves or unfamiliar airport which is going to happen (you're getting a license to fly to any of the thousands of airports). A DPE should be seeing how you handle that situation which is the more important thing.
It may not be mandatory but it’s a good idea to announce your intentions, especially at busier fields. I don’t know OP’s home airport layout, but there are several untowered fields in my area with two runways and multiple taxiways serving them.
And the DPE is looking for good ADM and situational awareness in addition to meeting the technical standards, which would include letting everyone around you know what you are planning to do.
We never announce taxi intentions at my local uncontrolled. It’s not a thing in many places. Sometimes you’ll have a plane departing one side of the runway, another from the other side, a heli taking off on the grass Xwind strip, Then another plane taking off from the first direction.
I disagree that it has anything to do with ADM- it’s called pay attention and make a call if it is warranted to another pilot or the FBO. Otherwise keep the radio clear for traffic in the pattern and approaching the terminal area that really needs it.
Based off of how he projects, I'd bet a paycheck that there's more to the story. How did his oral go?? If it was by the skin of his teeth then the red flags may have already been at full mast. If I'm a dpe and an applicant tells me he didn't think to check notams because his cfi told him they were good, yeah - I'm as concerned as I'd be if someone told me they'd just jump in a plane without verifying maintenance or registration paperwork. By his own admission, the VOR in question has been out "a long time". That should have been tribal knowledge to him by the day of the checkride.
As far as taxi goes, did he say he was intending to taxi to the opposite runway and then end up in the wrong direction? That's incursion 101 criteria right there, regardless of if anyone else was even out and about flying. The little things lead to big mistakes when they're not understood and yes, they're both little things by themselves, but when you peel it back and listen to the big picture it raises all the alarms quickly. The acs is king, I'll agree all day - but situational awareness and decision making skills are universal through the entire acs as well. You've got to be able to get the little things right.
Not trying to add insult to injury here, but when I read these "I failed" threads, I look at how the information is presented. That being said, sure... You owned the failure. But you have also deflected everything that went wrong on other people or circumstances. You're taking a private pilot checkride to be a private pilot. A private pilot shouldn't need to rely on a CFI to find out if a VOR is operational. That's the private pilots responsibility. If you learned NWKRAFT, then you should know that the very first thing you're expected to look at is notams. I don't think he failed you on lack of vor knowledge. I think he failed you because at this point in training, you should have been very comfortable with knowing hands down that a vor does not and has not worked in a long time. Your cfi should have been able to edoress that, yes. But again - this was your job at the end of the day and this is an item that you shouldn't have been surprised by on a private pilot checkride.
As far as the taxi to the wrong runway. I only am assuming that it was the wrong runway because you said you intended to taxi to one runway and ended up going the opposite direction. In this day in age where runway incursions are a white hot topic that live under the FAA microscope, there's little to no room for careless execution. Those are things you have to know, brief and be 100 percent certain of before you come off the brakes.
I get nerves. I get disappointment. But saying that you got no sleep and showed up anyway shows me poor decision making skills. You, as the applicant, reserve the right to say you need to reschedule. You can't come back after the fail and then have the excuses. Either way you shoot it - it looks bad from a situational awareness and ADM standpoint. Would this have been a debrief item with other examiners? Maybe. But most examiners I know would have probably seen the snowball effect in motion as soon as you said you were relying on the word of your CFI. That's a huge red flag. That wasn't your cfi's checkride. It was yours. And it was also your responsibility to ensure you were ready for it. When properly prepared, surprises are no longer a thing.
Your writing comes across like you are challenged to learn anything from this if you don't think that any of it falls on you. That's the mentality that will keep you stuck. Shake it off, move on, change the way you approach the responsibilities of being an aviator and get back up when you're ready. Not when you're willing... When you're ready.
I agree about the poor decision making ,and it comes from external pressure (like an eager to get it done)or lack of adequate sleep or rest .i literally slept about 40min-1hr a night before checkride .i got back home from mock checkride flight at around 9:30pm and then i started working the flight plan and all of that and stayed awake until 3am then went to school at 5am .I know I messed up .I should’ve discontinued it and I mentioned that in my post too.and I regret it.but I want to learn how can I avoid such things in future and able to manage it.Thats why I post it for you guys ,I’m really mentally draining rn.
It's simple honestly. Ask yourself before every flight if everything is in order. The PAVE and IMSAFE checklists sound rhetorical but they're honestly there to catch you from doing something you may regret later. You should always be mentally sharp before you climb in an airplane, but nowhere should it be more on display than a checkride. Especially ppl. Whoever kept you up until the 930 the night before a checkride wasn't thinking it through. I tell my students they won't fly or study the day before a checkride. That is time for you do enjoy yourself and get your mind rested. If you don't know tue information the day before the checkride then you won't know it on the checkride either.
You left a reply to one of my other comments asking if I was a hater or dumb. I'm neither... I ain't hating on anyone who's failed twice right out of the gate and as far as being dumb, I made it all the way through MEI with zero fails so I don't think it's that either. I get you deleted it, but it takes me right back to what I mentioned in that initial comment, your mentality needs reshaping above all else. I don't care if you're the best stick and rudder guy in the world. If you can't make a good decision to not fly into a thunderstorm then it doesn't matter. Take ownership of your journey. Take it all as constructive critique. You're asking for opinions and help and that's what you're getting. It may not always be what you want to hear, but I can tell you whole heartedly it's what you need to hear. This shit isn't forgiving to those who don't respect it.
I failed my private pilot checkride twice on the flight portion.
The first fail I didn't check the NOTAMS to see if the VOR's were operational.
On the second go, the nerves got to me and I ended up taxing to the wrong runway at the uncontrolled airport the checkride happened at.
The school wants me to finish the checkride before the 60 days finish, but I'm mentally drained and frustrated by these avoidable mistakes. How badly can these two fails affect my future airline career? Should I switch instructors and school?
Here is your post but without the extra blame game you're playing. The number one way to not fail on a checkride is to overprepare. Not checking NOTAMS and losing situation awareness on the ground isn't a good look. I don't blame the DPE for having failed you for these reasons. My best advice is to finish the checkride without failing again and then taking a good hard look at your prep for the flight portion. If you don't like your school, then switch. No one is going to get mad at you.
You are the customer. Take a break. Take a mock checkride with 0 mistakes. And own up to your faults. Both of the checkrides are on you. Show up over prepared, you have a 110 hours you should be able to do it.
First checkride you can try to argue that VOR’s are not in use etc, however it is still your responsibility to navigate properly. There’s other ways to navigate.
Second checkride… brother 5AM. That’s an instant reschedule/discontinue. You said it yourself FATIGUE.
Fatigue is something that can kill you.
Navigation can also get you killed.
IMSAFE
PAVE
DECIDE
etc.
Reflect on it own up to it(as much as it sucks) and fix it and don’t let it happen again.
I did take mock checkride both times.but you are right it’s on me .i didn’t say it isn’t .I was just looking for advice how to fix it for the next checkride and how it will affect my future .I am not here to complain.since i still didn’t do a single maneuver,i am afraid that if something happens on the maneuvers it will become a 3rd failure .hence manuevers are easy to get bust .
It absolutely affects you, 1-2 failiures is semi normal, don’t make it a habit. 3 strikes you are out. I’ve gotten a failiure on my PO180 for CAX, went back the next day and nailed it no problem. It’s annoying yes but as long as you can properly reflect on it, you have the will power to go forward and not make any mistakes you should be fine. Just don’t make failing a habit.
I understand ,but I am not trying to blame anyone .i am just speaking that facts.a day before I requested not to get assigned with this airplane .also on a day before my checkride on a preflight I requested again to switch me an airplane ,I got ignored twice .regarding the instructor,I really don’t know him ,though he was kind of mean and rushing me on everything.and so I requested if someone else I know is available instead of him.because I really wanted to my checkride with clear mindsets and emotions.how you can fly to your checkride with already not in good emotions? I honestly told to my chief pilot right before the checkride because of those two issues I am not comfortable.but still got ignored .anyways ,still it’s my fault I should’ve said I can’t fly to day or pushed the checkride back ,but I didn’t.so at the end of the day it’s on me.
You still sound like you've got a lot of reasons that you're pinning on everyone else. If your emotions weren't in check because your feelings were hurt that your instructor was mean and that you didn't get to fly the plane you wanted, why did you go fly??
You are just a hater or dumb.Do you not comprehend what I said .The point of the post is to get advice and opinions for my next checkride,you are just here bugging around for nothing to add.
You need to reflect on what it means to take the checkride and have the paper that says you are a private pilot.
Just like after you flew solo, your instructor is not there with you to hold your hand or correct you every time. You need to be ready to make the right decisions. All of the checkride prep and execution is on you. YOU should have checked NOTAMs for VORs despite what your CFI said, YOU should have briefed the taxi clearance/route to the runway.
At 110hrs you are still making these kinds of simple mistakes you either have been delayed in your training significantly or you probably took a while to grasp some concepts.
Thank you for your comment.But I am really scared to take the 3rd attempt right away ,but the school is rushing me.at least I need to take a week break to settle down my mind .Whats your thoughts on that ?
Adding on to what everyone else has said. You are PIC, NWKRAFT isn't just an acronym you regurgitate.
Also, I was taught to call 1800wxbrief for a standard briefing before every checkride or cross country- even if I did a ForeFlight briefing. This should have given you the proper NOTAMS
I failed my private twice, you need to lock in hard going forward. I have passed Instrument, CSEL, CMEL first try since then. Hopefully you learn from this and keep working hard and make sure you are ready for future checks.
I really think some self reflection needs to happen here. Nothing turned the aircraft towards the wrong runway besides you, even if other students didn’t like flying it (which I’m not sure is a factor) and also, it’s not your instructors checkride, it’s your job to check the NOTAMs at the end of the day. If they didn’t stop you, would you have taken off on the wrong runway with a tailwind? Responsibility is really important to take on a day that you’re displaying you can act as PIC with passengers that wouldn’t know better.
I wouldn’t blame your instructor or school (unless they didn’t do a mock with you), but I’d think things over before another checkride and more money spent. You haven’t finished the first one, and have at *least* 4 more checkrides until you could work towards the airlines. 2 fails probably won’t kill your career but more probs will.
Its not the instructors fault if he mistook certain VORs as being operational previously, your the one taking the test and NOTAMs are required preflight action.
The second one your also placing blame on other factors. If a 5 AM flight with fatigue and disliked aircraft were a problem to you, why did you continue the ride?
This is a copy of the original post body for posterity:
Failed twice on flight portion before even taking off!!
I passed my oral exam, but my first checkride ended in a failure because of a VOR issue. My instructor told me certain VORs were operational, but later I verified they actually hadn’t been operational for years. Even the DPE said my cross-country planning was solid, but I still failed because I didn’t personally check the NOTAMs. To this day, I still don’t know how the instructor got it wrong.
The second checkride happened shortly after. I received the cross-country scenario late at night before a 5 AM flight, barely slept, and was assigned an aircraft that many students disliked flying. I failed before takeoff for taxiing toward the wrong runway at an uncontrolled airport.
Now I have 2 checkride failures without really getting the chance to fully demonstrate my actual flying skills or maneuvers. The school already wants me to take a third attempt, but I asked for a short break because I’m mentally drained and frustrated by these avoidable mistakes.
I currently have around 110 hours and can perform the required maneuvers to ACS standards.
How badly could these two failures affect my future airline career? And if you were in my position, would you consider switching schools or instructors?
AlexJamesFitz@reddit
Sorry for the blunt talk, but IMO, both of these were on you. By checkride time, you should know that it's on you to check NOTAMS and navaid operability, and how to taxi to the correct runway.
Flying isn't just about the PPL checkride maneuvers. In fact, these things are more important than whether or not you can do a good steep turn.
Legal_Criticism@reddit
Net both things should not be fail worthy, neither showed consistent outside the standards.
VOR one, people miss a NOTAM all the time and things change, the ACS states to use all available resources for pilotage and dead reconning, so if there were other ways for him to navigate he should have been allowed to use.
Taxing unless he turned into an incoming plane/traffic or some other safety hazard... But at uncontrolled airport, take next turn around and go other way... What happens if your taxing and winds do a 180 and someone calls in they wanna land the opposite way instead? You would turn around.
DPE sounds unreasonable unless there is more to the story
Picatchu_talks@reddit (OP)
Thanks for your comment and brought that up.I asked him if I could use pilotage or dead reckoning or any other resources , and I also showed him how I would triangulate if the VORs were working. He told me I should’ve checked the NOTAMs . Before the flight, I specifically checked with the instructor, and he assured me that two of the VORs were working. But in reality, only one out of the five VORs in the area was actually operational.I was hopeful at least two of them would work .but unfortunately it didn’t.but I tried to show and explain if one more of the vors were working I would change the flags to “from” for both and triangulate it on my sectional.he told me it’s a failed test ,you shouldve knew your notams.then we fly back to the airport.that’s exactly what happened.and now for 3rd time my school is rushing me to take ,and I am not mentally ready .what shall I do ? I am really scared and confused.
Fine_Fortune844@reddit
Respectfully how old are you? Taking accountability is a huge part of being an adult. Overcoming obstacles, also a huge part of being an adult.
If I had to guess, your school is rushing for you to take it so that you don’t need to get re-endorsed and redo the entire thing.
It sounds like you know why you failed and it sounds like other things came up during your check ride. For your retest do you know what you have to accomplish? Typically, when you retest for a checkride, you only have to do the things that you failed the first time.
Picatchu_talks@reddit (OP)
Thanks for commenting…since I haven’t completed any maneuvers during those two checkrides ,I think it will be whole new test on flight part .except the oral portion .
eSUP80@reddit
I agree- those are extremely harsh things to fail a private student on. Neither created a safety issue and could easily be debrief items if the balance of the ride went fairly well.
dangern00dl@reddit
Agree on the VOR. Who cares if it’s out of service on the ground for a PPL ride? If the DPE wants to test basic VOR work (mine did) there’s an opportunity to tube and ID in the air. PPL is a VFR ride though so at worst this should have been a debrief item on the importance of thoroughly checking NOTAMs, IMHO.
Hard disagree on taxiing to the wrong runway though. That’s an incursion at a towered field and a potential safety issue anywhere. I’m 100% with the DPE on the unsat for that one.
eSUP80@reddit
Purely speculation, but at a towered field you have a taxi clearance and he prob doesn’t make that silly mistake.
I guess I would be the nice DPE 😂. Maybe instruct him to return to the FBO and check the weather again
dangern00dl@reddit
The taxi clearance thing is fair, but also OP presumably would have announced their intentions on the radio at the untowered field which would have been a lot like that taxi clearance.
I also think taxiing to the wrong runway reveals other failures/unpreparedness when it comes to preflight action and situational awareness. Likely no taxi diagram out, lack of familiarization with the (presumably home) airport, etc.
Legal_Criticism@reddit
Uncontrolled airport there is no taxi clearance. There is no mandatory reporting of which way you are taxing..
Most uncontrolled airports have a single taxiway that goes from the ramp down the length of the runway. Or two taxiways one on each side of the runway.
Either way as wind shifts you literally have to turn around and go other way. It's very often that a plane uses one of the turn around spots and come back the other way after another plane decides to takeoff / land in the opposite direction.
Again unless there was something in addition it's not a safety issue, at most nerves or unfamiliar airport which is going to happen (you're getting a license to fly to any of the thousands of airports). A DPE should be seeing how you handle that situation which is the more important thing.
dangern00dl@reddit
It may not be mandatory but it’s a good idea to announce your intentions, especially at busier fields. I don’t know OP’s home airport layout, but there are several untowered fields in my area with two runways and multiple taxiways serving them.
And the DPE is looking for good ADM and situational awareness in addition to meeting the technical standards, which would include letting everyone around you know what you are planning to do.
eSUP80@reddit
We never announce taxi intentions at my local uncontrolled. It’s not a thing in many places. Sometimes you’ll have a plane departing one side of the runway, another from the other side, a heli taking off on the grass Xwind strip, Then another plane taking off from the first direction.
I disagree that it has anything to do with ADM- it’s called pay attention and make a call if it is warranted to another pilot or the FBO. Otherwise keep the radio clear for traffic in the pattern and approaching the terminal area that really needs it.
dangern00dl@reddit
Yeah we will have to agree to disagree
MangledX@reddit
Based off of how he projects, I'd bet a paycheck that there's more to the story. How did his oral go?? If it was by the skin of his teeth then the red flags may have already been at full mast. If I'm a dpe and an applicant tells me he didn't think to check notams because his cfi told him they were good, yeah - I'm as concerned as I'd be if someone told me they'd just jump in a plane without verifying maintenance or registration paperwork. By his own admission, the VOR in question has been out "a long time". That should have been tribal knowledge to him by the day of the checkride.
As far as taxi goes, did he say he was intending to taxi to the opposite runway and then end up in the wrong direction? That's incursion 101 criteria right there, regardless of if anyone else was even out and about flying. The little things lead to big mistakes when they're not understood and yes, they're both little things by themselves, but when you peel it back and listen to the big picture it raises all the alarms quickly. The acs is king, I'll agree all day - but situational awareness and decision making skills are universal through the entire acs as well. You've got to be able to get the little things right.
HateJobLoveManU@reddit
What does the aircraft have to do with going the wrong direction on the taxiway
Anthem00@reddit
It’s the aircraft’s fault of course. If he had one of the ones he liked flying, it would have pointed him to the right runway.
MangledX@reddit
Not trying to add insult to injury here, but when I read these "I failed" threads, I look at how the information is presented. That being said, sure... You owned the failure. But you have also deflected everything that went wrong on other people or circumstances. You're taking a private pilot checkride to be a private pilot. A private pilot shouldn't need to rely on a CFI to find out if a VOR is operational. That's the private pilots responsibility. If you learned NWKRAFT, then you should know that the very first thing you're expected to look at is notams. I don't think he failed you on lack of vor knowledge. I think he failed you because at this point in training, you should have been very comfortable with knowing hands down that a vor does not and has not worked in a long time. Your cfi should have been able to edoress that, yes. But again - this was your job at the end of the day and this is an item that you shouldn't have been surprised by on a private pilot checkride.
As far as the taxi to the wrong runway. I only am assuming that it was the wrong runway because you said you intended to taxi to one runway and ended up going the opposite direction. In this day in age where runway incursions are a white hot topic that live under the FAA microscope, there's little to no room for careless execution. Those are things you have to know, brief and be 100 percent certain of before you come off the brakes.
I get nerves. I get disappointment. But saying that you got no sleep and showed up anyway shows me poor decision making skills. You, as the applicant, reserve the right to say you need to reschedule. You can't come back after the fail and then have the excuses. Either way you shoot it - it looks bad from a situational awareness and ADM standpoint. Would this have been a debrief item with other examiners? Maybe. But most examiners I know would have probably seen the snowball effect in motion as soon as you said you were relying on the word of your CFI. That's a huge red flag. That wasn't your cfi's checkride. It was yours. And it was also your responsibility to ensure you were ready for it. When properly prepared, surprises are no longer a thing.
Your writing comes across like you are challenged to learn anything from this if you don't think that any of it falls on you. That's the mentality that will keep you stuck. Shake it off, move on, change the way you approach the responsibilities of being an aviator and get back up when you're ready. Not when you're willing... When you're ready.
Picatchu_talks@reddit (OP)
I agree about the poor decision making ,and it comes from external pressure (like an eager to get it done)or lack of adequate sleep or rest .i literally slept about 40min-1hr a night before checkride .i got back home from mock checkride flight at around 9:30pm and then i started working the flight plan and all of that and stayed awake until 3am then went to school at 5am .I know I messed up .I should’ve discontinued it and I mentioned that in my post too.and I regret it.but I want to learn how can I avoid such things in future and able to manage it.Thats why I post it for you guys ,I’m really mentally draining rn.
MangledX@reddit
It's simple honestly. Ask yourself before every flight if everything is in order. The PAVE and IMSAFE checklists sound rhetorical but they're honestly there to catch you from doing something you may regret later. You should always be mentally sharp before you climb in an airplane, but nowhere should it be more on display than a checkride. Especially ppl. Whoever kept you up until the 930 the night before a checkride wasn't thinking it through. I tell my students they won't fly or study the day before a checkride. That is time for you do enjoy yourself and get your mind rested. If you don't know tue information the day before the checkride then you won't know it on the checkride either.
You left a reply to one of my other comments asking if I was a hater or dumb. I'm neither... I ain't hating on anyone who's failed twice right out of the gate and as far as being dumb, I made it all the way through MEI with zero fails so I don't think it's that either. I get you deleted it, but it takes me right back to what I mentioned in that initial comment, your mentality needs reshaping above all else. I don't care if you're the best stick and rudder guy in the world. If you can't make a good decision to not fly into a thunderstorm then it doesn't matter. Take ownership of your journey. Take it all as constructive critique. You're asking for opinions and help and that's what you're getting. It may not always be what you want to hear, but I can tell you whole heartedly it's what you need to hear. This shit isn't forgiving to those who don't respect it.
SP_Aman@reddit
The first fail I didn't check the NOTAMS to see if the VOR's were operational.
On the second go, the nerves got to me and I ended up taxing to the wrong runway at the uncontrolled airport the checkride happened at.
The school wants me to finish the checkride before the 60 days finish, but I'm mentally drained and frustrated by these avoidable mistakes. How badly can these two fails affect my future airline career? Should I switch instructors and school?
Here is your post but without the extra blame game you're playing. The number one way to not fail on a checkride is to overprepare. Not checking NOTAMS and losing situation awareness on the ground isn't a good look. I don't blame the DPE for having failed you for these reasons. My best advice is to finish the checkride without failing again and then taking a good hard look at your prep for the flight portion. If you don't like your school, then switch. No one is going to get mad at you.
Picatchu_talks@reddit (OP)
Thanks 🙏.
Schwalbe262Guy@reddit
You are the customer. Take a break. Take a mock checkride with 0 mistakes. And own up to your faults. Both of the checkrides are on you. Show up over prepared, you have a 110 hours you should be able to do it.
First checkride you can try to argue that VOR’s are not in use etc, however it is still your responsibility to navigate properly. There’s other ways to navigate.
Second checkride… brother 5AM. That’s an instant reschedule/discontinue. You said it yourself FATIGUE.
Fatigue is something that can kill you.
Navigation can also get you killed.
IMSAFE
PAVE
DECIDE
etc.
Reflect on it own up to it(as much as it sucks) and fix it and don’t let it happen again.
Picatchu_talks@reddit (OP)
I did take mock checkride both times.but you are right it’s on me .i didn’t say it isn’t .I was just looking for advice how to fix it for the next checkride and how it will affect my future .I am not here to complain.since i still didn’t do a single maneuver,i am afraid that if something happens on the maneuvers it will become a 3rd failure .hence manuevers are easy to get bust .
Schwalbe262Guy@reddit
It absolutely affects you, 1-2 failiures is semi normal, don’t make it a habit. 3 strikes you are out. I’ve gotten a failiure on my PO180 for CAX, went back the next day and nailed it no problem. It’s annoying yes but as long as you can properly reflect on it, you have the will power to go forward and not make any mistakes you should be fine. Just don’t make failing a habit.
You’ve got a chance still
Picatchu_talks@reddit (OP)
Thank you ! 🙏
dlion7700@reddit
Sounds like you’ve had a chance to demonstrate your flying skills twice and have failed on both attempts.
Your school needs to have you go out and fly a mock checked with 0 mistakes from preflight to the time you tie the aircraft down.
Picatchu_talks@reddit (OP)
They did actually.That’s how I got signed off by two different instructors.But the avoidable basic mistakes costs me two failures.
pilotjlr@reddit
You’re blaming everyone but yourself. It’s not on the instructor, or that you don’t like the plane, or that it was early in the morning.
You need to hard reset your attitude for starters.
Picatchu_talks@reddit (OP)
I understand ,but I am not trying to blame anyone .i am just speaking that facts.a day before I requested not to get assigned with this airplane .also on a day before my checkride on a preflight I requested again to switch me an airplane ,I got ignored twice .regarding the instructor,I really don’t know him ,though he was kind of mean and rushing me on everything.and so I requested if someone else I know is available instead of him.because I really wanted to my checkride with clear mindsets and emotions.how you can fly to your checkride with already not in good emotions? I honestly told to my chief pilot right before the checkride because of those two issues I am not comfortable.but still got ignored .anyways ,still it’s my fault I should’ve said I can’t fly to day or pushed the checkride back ,but I didn’t.so at the end of the day it’s on me.
Educational_Agency_1@reddit
Why not discontinue? Reject the plane if you’re not comfortable with it. IMSAFE - stress - if that plane is stressing you out don’t fly it.
Picatchu_talks@reddit (OP)
You are right .I should’ve do that.i know the airplane very well ,i have flown it multiple times and got issues.
MangledX@reddit
You still sound like you've got a lot of reasons that you're pinning on everyone else. If your emotions weren't in check because your feelings were hurt that your instructor was mean and that you didn't get to fly the plane you wanted, why did you go fly??
Picatchu_talks@reddit (OP)
You are just a hater or dumb.Do you not comprehend what I said .The point of the post is to get advice and opinions for my next checkride,you are just here bugging around for nothing to add.
leathercouch5@reddit
Take some accountability otherwise you’ve got a really long road ahead of you
No_Advice_9017@reddit
you sound like a nightmare of a student, and a case study on defense mechanisms. I hope you don’t plan on making this a career.
Picatchu_talks@reddit (OP)
You sound like a nightmare of instructor,I hope you aren’t instructing.I am wondering why you are here literally having a name “no advice “?
phxcobraz@reddit
You need to reflect on what it means to take the checkride and have the paper that says you are a private pilot.
Just like after you flew solo, your instructor is not there with you to hold your hand or correct you every time. You need to be ready to make the right decisions. All of the checkride prep and execution is on you. YOU should have checked NOTAMs for VORs despite what your CFI said, YOU should have briefed the taxi clearance/route to the runway.
At 110hrs you are still making these kinds of simple mistakes you either have been delayed in your training significantly or you probably took a while to grasp some concepts.
Picatchu_talks@reddit (OP)
Thank you for your comment.But I am really scared to take the 3rd attempt right away ,but the school is rushing me.at least I need to take a week break to settle down my mind .Whats your thoughts on that ?
not_a_real_plane@reddit
It’s your money. If you don’t want to do the ride next week, tell the school no. End of story.
Picatchu_talks@reddit (OP)
Got it.thanks
dyljcks@reddit
Adding on to what everyone else has said. You are PIC, NWKRAFT isn't just an acronym you regurgitate.
Also, I was taught to call 1800wxbrief for a standard briefing before every checkride or cross country- even if I did a ForeFlight briefing. This should have given you the proper NOTAMS
Sunperson69@reddit
I failed my private twice, you need to lock in hard going forward. I have passed Instrument, CSEL, CMEL first try since then. Hopefully you learn from this and keep working hard and make sure you are ready for future checks.
Away_Basis_4552@reddit
Are you a woman
Dazzling-Cry6584@reddit
I really think some self reflection needs to happen here. Nothing turned the aircraft towards the wrong runway besides you, even if other students didn’t like flying it (which I’m not sure is a factor) and also, it’s not your instructors checkride, it’s your job to check the NOTAMs at the end of the day. If they didn’t stop you, would you have taken off on the wrong runway with a tailwind? Responsibility is really important to take on a day that you’re displaying you can act as PIC with passengers that wouldn’t know better.
I wouldn’t blame your instructor or school (unless they didn’t do a mock with you), but I’d think things over before another checkride and more money spent. You haven’t finished the first one, and have at *least* 4 more checkrides until you could work towards the airlines. 2 fails probably won’t kill your career but more probs will.
AHarmlessCat@reddit
Its not the instructors fault if he mistook certain VORs as being operational previously, your the one taking the test and NOTAMs are required preflight action.
The second one your also placing blame on other factors. If a 5 AM flight with fatigue and disliked aircraft were a problem to you, why did you continue the ride?
rFlyingTower@reddit
This is a copy of the original post body for posterity:
Failed twice on flight portion before even taking off!!
I passed my oral exam, but my first checkride ended in a failure because of a VOR issue. My instructor told me certain VORs were operational, but later I verified they actually hadn’t been operational for years. Even the DPE said my cross-country planning was solid, but I still failed because I didn’t personally check the NOTAMs. To this day, I still don’t know how the instructor got it wrong.
The second checkride happened shortly after. I received the cross-country scenario late at night before a 5 AM flight, barely slept, and was assigned an aircraft that many students disliked flying. I failed before takeoff for taxiing toward the wrong runway at an uncontrolled airport.
Now I have 2 checkride failures without really getting the chance to fully demonstrate my actual flying skills or maneuvers. The school already wants me to take a third attempt, but I asked for a short break because I’m mentally drained and frustrated by these avoidable mistakes.
I currently have around 110 hours and can perform the required maneuvers to ACS standards.
How badly could these two failures affect my future airline career? And if you were in my position, would you consider switching schools or instructors?
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TxAggieMike@reddit
Wall of text alert!!!!
Please break into manageable paragraphs.
Picatchu_talks@reddit (OP)
I edited it and repost it .