The do-over question

The steep turn was rough. The poor applicant set up in his 45-degree bank, then we hit some turbulence. He momentarily rolled a little steeper and started to lose altitude. He made a nice correction only to hit another bump and lose it again. The whole maneuver was like that. Both directions, he was fighting with the airplane the entire time. When we finished, he looked over, shoulders slumped, and asked, “Can I do that again?”

“No, the FAA doesn’t allow do-overs,” I said, and the shoulder slump got worse. “But that maneuver met standards. Good job.”

The do-over question is a common point of confusion. Here’s what the FAA says in the airman certification standards: “If the evaluator determines that a task is incomplete, or the outcome is uncertain, the evaluator must require the applicant to repeat that task, or portions of that task. This provision does not mean that instruction, practice, or the repetition of an unsatisfactory task is permitted during the practical test.” In other words, there are three things the examiner must not do: teach, help, or allow repeated maneuvers when the first one clearly does not meet standards. The only time a do-over would be requested is if the examiner is not sure of the outcome or the maneuver gets interrupted. For example, I’ve asked for a repeat before when ATC calls in the middle of slow flight and says we must climb for traffic. I’ve also asked for a repeat when the applicant performs a power-off stall and I’m not quite sure if we made it to the full break or if the applicant just initiated recovery because we hit some turbulence.

There are three things the examiner must not do: teach, help, or allow repeated maneuvers when the first one clearly does not meet standards.

Most of the time, like my applicant’s steep turn, the maneuver did meet standards even though it wasn’t perfect. Remember, these maneuvers have built-in leeway on altitude and airspeed. You will fluctuate. The FAA lists common reasons for an unsatisfactory checkride as “consistently exceeding tolerances” or “failure to take prompt corrective action when tolerances are exceeded.” All you have to do is keep making corrections. Do not allow the airplane to fly you. Also keep in mind the standards were written for smooth, no-wind days, and we all know how often you get one of those. I can count them on one hand.

Now, there is one time a repeat is allowed, even encouraged: the traffic pattern. A go-around is a required maneuver on both the private and commercial checkrides. So, if you don’t choose to do one as a result of an unstable approach or traffic on the runway, the examiner will call for one anyway. There are several common errors to avoid here. For one, when you do a go-around, proceed with decisiveness and pilot-in-command authority. Announce your go-around. Don’t ask for permission. Next, know the procedure and don’t waste any time completing it. Add full throttle (don’t forget right rudder!) and clean up the flaps (and gear if applicable) on schedule. You will not be able to climb away from the ground until you at least get these things started. Remember to watch out for the power-on stall here. Although it’s counterintuitive, you have to actually push the nose slightly forward until you can get the trim back to neutral. And finally, communicate with ATC and be mindful of other traffic in the pattern, sidestepping the runway if necessary. You always have the option to do a go-around on landings with one exception, the power-off one-eighty accuracy approach and landing on the commercial ride. Because that maneuver is simulating an engine failure, a go-around, if attempted, would cause the maneuver to not meet standards. However, let’s remember safety first, checkride second. If that maneuver starts to put you perilously close to the ground or with an excessive bank angle or descent rate that gets your heart beating a little too fast, call the go-around. Get some more training with your instructor. Then come back and nail it the next time you get your shot.

Keep in mind that while the FAA does not allow repeated maneuvers, it also doesn’t expect you to be flawless. So, when you deviate from the standards, make a prompt correction and keep flying your airplane the way you were trained. You will not be perfect, but if you keep trying to get there, you’ll be happy with the checkride results.

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