I don't know whether that's possible or not. I'd have to take a stroll through 8900.1 to find out, and the sun is way past the yardarm, so I'm heading to the bar downstairs for a drink and dinner.
I don't follow that at all.
If that's true, then as I said above, the examiner was already operating outside FAA Order 8900.2.
Which question? I thought this happened on the flight portion, not the ground portion.
That was my understanding as well. The issue with the flaps unsettled the candidate and the subsequent poor performance generated the bust. If that's true I don't see any way to "reverse" the bust but I still say the DPE acted inappropriately and it would be nice to see that corrected somehow.
That's the kind of problem that is good to have.
In the case of people who are very knowledgeable, I've found it difficult to be around them and not learn something.
I didn't condemn the DPE for the bust, without being there it's hard to tell who was responsible for that and Asjal admitted he wasn't able to do the required landings after being rattled with the flaps issue. Rather my complaint against the DPE (based solely on Asjal's own words) is that he essentially abused the candidate by conducting a 3 hour ordeal in an uncomfortably cold room then hit him with some BS about the use of flaps. But you make a valid point, it's quite possible that the switch from a Piper to a Cessna late in the game contributed to the bust. Of course there's no evidence to support that either at this pointl.
I suggest you re-read the post. He said the bust occurred for the slip with flaps, and after that he couldn't continue. Once the examiner notifies you that you've failed, it is the applicant's option whether or not to continue, and if the applicant chooses to stop, nothing thereafter counts for or against the applicant.
That's correct. Telling the applicant s/he has failed is not a "realistic distraction," it's a notification of disapproval, and at that point, the practical test is over unless the applicant asks to continue on the tasks not yet performed.
AsjaL can you clarify one thing here? Did the DPE indicate that you had failed the checkride for performing a forward slip with flaps?
First, on all training flights, the instructor is automatically PIC by legal interpretation of the FAA Chief Counsel as stated in an enforcement action before the NTSB (Administrator v. Hamre). Second, sometimes it's necessary in training to push a trainee into doing something the trainee doesn't really want to do in order to achieve a training objective.
There are times in instrument flying where one needs to make a landing work because it's a better option then going missed. I've seen some pilots that are way too "go missed/go around" happy and as a result aren't very good at controlling their airplane.
A good instructor is always doing that while making sure you don't realize it.
Sounds like your instructor was teaching you how to salvage a botched-up pattern or approach. That's a very valuable skill. Out of about 640 landings, I've only done about 5 actual go-arounds (i.e. not when the instructor said "There's a deer on the runway!"). Sometimes you need to do one, but most of the time you don't. A lot of times it is safer to salvage a landing than it is to go around.
My ability to perform a stable and proper approach was weak enough that I learned a lot about how to salvage a bad approach and make a good landing. Sometime it helps to be less skillful.
If you're flying an airplane with back to back to back engine outs, you'd be better off in gliders.
One of the habits that's hard to extinguish in Commercial students is squaring off the pattern.
Dude, your engine's dead -- LAND!!!!
They're amazed when we touch down halfway down the runway and still have 1500' to spare.
"You can do that?"
Sounds like you have an evil CFI. Good! It's good practice. Remember that engines are supremely unreliable... when a CFI is in the plane.
When I'm flying along in a single I'm always looking for a place to land. Obviously that gets a little more difficult when you're in IMC, but the concept still applies. In a twin it changes to where the closest airport is (and in bad weather that has an approach I can get in with), but the concept still applies. Always know what your out is.
Depends on the plane and how much speed you have. Most light twins at any normal flying speed are controllable with reasonable ease, but down at the bottom end of the speed range, some can be a real handful.
Part of the problem is that in a real airplane, you can feel it trying to yaw and put in approximately the right amount of rudder based on that feel. You don't have that feel in a PC-based flight game.
That's for sure. Most light twins I've flown can't be taxied on one engine, because the nosewheel steering hasn't enough authority to keep the plane from turning. In fact, the FAA prohibits examiners from pulling an engine above 1/2 Vmc on the takeoff roll, because it's too likely the airplane will be weeds before the examinee can get the other engine back.