Examiner "Distractions" During Checkride

[Michael[_7_]]

Hi all,

My checkride is a long way off, but this evening I read the PTS for
Gliders for the first time. I noticed this section:

"Use of Distractions During Practical Tests
Numerous studies indicate that many accidents have occurred when the
pilot has been distracted during critical phases of flight. To
evaluate the applicant’s ability to utilize proper control technique
while dividing attention both inside and/or outside the cockpit, the
examiner shall cause a realistic distraction during the flight portion
of the practical test to evaluate the applicant’s ability to divide
attention while maintaining safe flight."

Obviously, the Examiner isn't going to do anything dangerous, but what
sorts of distractions have people encountered? It is obvious when the
distraction occurs....or is it something subtle?

--Michael

[[email protected]]

On Apr 29, 8:59*pm, Michael > wrote:
> Hi all,
>
> My checkride is a long way off, but this evening I read the PTS for
> Gliders for the first time. *I noticed this section:
>
> "Use of Distractions During Practical Tests
> Numerous studies indicate that many accidents have occurred when the
> pilot has been distracted during critical phases of flight. To
> evaluate the applicant’s ability to utilize proper control technique
> while dividing attention both inside and/or outside the cockpit, the
> examiner shall cause a realistic distraction during the flight portion
> of the practical test to evaluate the applicant’s ability to divide
> attention while maintaining safe flight."
>
> Obviously, the Examiner isn't going to do anything dangerous, but what
> sorts of distractions have people encountered? *It is obvious when the
> distraction occurs....or is it something subtle?
>
> --Michael

Let's see: Once in an airplane, he dropped his pencil and asked me
to pick it up. Once in a glider she tried to talk me into flying
further away from the airport than was safe by saying something ot the
effect of "let's go work that thermal way over there." Once in a
gider he popped open the airbrakes and then said "hey, what does this
do"

Look for stuff like that. Actually, the big thing is to remember that
you are in charge and that if he/she asks you to do something that you
aren't comfortable with, just say NO and offer to talk to them about
it once you are on the ground. You'll do fine.

dave

[Adam]

On Apr 29, 9:59*pm, Michael > wrote:
> Hi all,
>
> My checkride is a long way off, but this evening I read the PTS for
> Gliders for the first time. *I noticed this section:
>
> "Use of Distractions During Practical Tests
> Numerous studies indicate that many accidents have occurred when the
> pilot has been distracted during critical phases of flight. To
> evaluate the applicant’s ability to utilize proper control technique
> while dividing attention both inside and/or outside the cockpit, the
> examiner shall cause a realistic distraction during the flight portion
> of the practical test to evaluate the applicant’s ability to divide
> attention while maintaining safe flight."
>
> Obviously, the Examiner isn't going to do anything dangerous, but what
> sorts of distractions have people encountered? *It is obvious when the
> distraction occurs....or is it something subtle?
>
> --Michael


Not that I am giving anything away here but you can bet on a simulated
rope break.

More sneaky was an examiner who lured a student away from the field in
dead air. Eventually they had to do a patternless straight-in landing
which ended that examination pronto. Remember that you are the PIC;
not the instructor, and an off-landing is not a good thing!

Good luck!
/Adam

[Michael[_7_]]

On Apr 29, 10:39*pm, wrote:
> Once in a
> gider he popped open the airbrakes and then said "hey, what does this
> do"

Seriously?! I've only had two lessons, but I know those things stay
closed and locked until the PIC deems them appropriate in a landing
pattern!

Actually, I've seen some reports on the web that when doing the
preflight one should consider the Examiner a "unfamiliar passenger"
and give her or him some form of "don't touch this...don't touch that"
talk. Is this good advice?

--Michael

[[email protected]]

On Apr 29, 10:16*pm, Michael > wrote:
> On Apr 29, 10:39*pm, wrote:
>
> > Once in a
> > gider he popped open the airbrakes and then said "hey, what does this
> > do"
>
> Seriously?! *I've only had two lessons, but I know those things stay
> closed and locked until the PIC deems them appropriate in a landing
> pattern!
>
> Actually, I've seen some reports on the web that when doing the
> preflight one should consider the Examiner a "unfamiliar passenger"
> and give her or him some form of "don't touch this...don't touch that"
> talk. *Is this good advice?
>
> --Michael

seriously yes. It was my commercial checkride. It was a nice reminder
to brief the customer. It was fine. He held them open, I did an
abbreviated pattern. We landed, we fley some more, I passed and
learned another great lesson.

BTW, I'm not an instructor, but there a plenty of times when the PIC
might want or need to open the brakes before entering the pattern.
Keep your options open and use all the tools you have when you need
them.

[BT]

Asking for maneuver after maneuver to distract you as you descend below a
minimum safe altitude for the maneuver, like 1500ft AGL and stalls. Or
distracting you with turning maneuvers over the top of a ridge that gets you
within 1500ft AGL and then asks for a stall.

BT

"Michael" > wrote in message
...
Hi all,

My checkride is a long way off, but this evening I read the PTS for
Gliders for the first time. I noticed this section:

"Use of Distractions During Practical Tests
Numerous studies indicate that many accidents have occurred when the
pilot has been distracted during critical phases of flight. To
evaluate the applicant’s ability to utilize proper control technique
while dividing attention both inside and/or outside the cockpit, the
examiner shall cause a realistic distraction during the flight portion
of the practical test to evaluate the applicant’s ability to divide
attention while maintaining safe flight."

Obviously, the Examiner isn't going to do anything dangerous, but what
sorts of distractions have people encountered? It is obvious when the
distraction occurs....or is it something subtle?

--Michael

[BT]

"Michael" > wrote in message
...
On Apr 29, 10:39 pm, wrote:
> Once in a
> gider he popped open the airbrakes and then said "hey, what does this
> do"

Seriously?! I've only had two lessons, but I know those things stay
closed and locked until the PIC deems them appropriate in a landing
pattern!

Actually, I've seen some reports on the web that when doing the
preflight one should consider the Examiner a "unfamiliar passenger"
and give her or him some form of "don't touch this...don't touch that"
talk. Is this good advice?

--Michael

Actually those things should be checked for proper operation during the
prelanding check list, before entering the traffic pattern.
BT

[Mike Ash]

In article
>,
Michael > wrote:

> On Apr 29, 10:39*pm, wrote:
> > Once in a
> > gider he popped open the airbrakes and then said "hey, what does this
> > do"
>
> Seriously?! I've only had two lessons, but I know those things stay
> closed and locked until the PIC deems them appropriate in a landing
> pattern!

Those pesky passengers can do all sorts of crazy things, and simulating
various failures and emergencies is certainly in the cards. He'll
definitely be fiddling with your release knob at an inconveniently (but
not dangerously!) low altitude, and spoilers are fair game too.

> Actually, I've seen some reports on the web that when doing the
> preflight one should consider the Examiner a "unfamiliar passenger"
> and give her or him some form of "don't touch this...don't touch that"
> talk. Is this good advice?

Definitely treat him as a passenger. He *is* a passenger, both legally
and in reality.

That doesn't mean you have to treat him like an idiot, though. He's an
experienced, knowledgeable pilot, and you can treat him as such. Make
sure he knows the basics, but you don't need the "this is the stick,
when you move it like this the plane does that" or the "these are the
spoilers, they'll make a bang when they're unlocked, don't be afraid,
it's normal" speeches that you might give to someone who never saw a
glider in the flesh before that day.

For my distraction, my examiner somehow managed to cause some rain to
disrupt the airfoil on the horizontal stabilizer of the Grob 103 we were
flying, making it so I couldn't hold anything under 55 knots during our
last flight of the exam. Clever fellow! Still don't know how he did it.
:)

Asking for unsafe maneuvers seems to be a common theme. One of my fellow
club members had the examiner asking strange, complicated questions
until he was down to pattern altitude, at which point he asked the
examiner to please stay quiet until they were on the ground, and he'd be
happy to answer any further questions then.

--
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon

[Jim Beckman[_2_]]

At 04:16 30 April 2009, Michael wrote:
>
>Seriously?! I've only had two lessons, but I know those things stay
>closed and locked until the PIC deems them appropriate in a landing
>pattern!

Doing something odd like that might be more appropriate during a
commercial rating ride, but still you should be able to handle the landing
either way, spoilers completely open, or held closed all the way. The
examiner at my field seems to enjoy the no-spoilers landing pattern.

During my PPSEL ride, the examiner started asking aerodynamic questions
while I was doing turns around a point: What makes the airplane turn? I
was slow in answering, but I think it was obvious that answering his
question was the lowest task on my priority list at the time. I suppose
if I had said that it was the rudder, he'd have failed me, but I'm not
that dumb. Close, maybe, but not that bad.

Jim Beckman

[vaughn]

"Michael" > wrote in message
...

>Obviously, the Examiner isn't going to do anything dangerous, but what
>sorts of distractions have people encountered? It is obvious when the
>distraction occurs....or is it something subtle?

The most common "subtle" distraction is to ask you questions that have
noting to do with what is happening in the glider at that moment. Do the
best you can, but at some point it is perfectly OK to ask the examiner to
hold such questions until you get on the ground. One technique that I used
in my checkrides is to talk! Take a bit of control of the situation (you
are, after all, the PIC) by explaining to your "passenger" what you are
doing any why.

When you start to get low, don't wait for the examiner to suggest that
you land. You are the PIC. Just do it.

On my Commercial checkride, the examiner suddenly directed me to the
pattern just at the moment when the runway was jammed. I guess he wanted to
see how I handled the situation. We were alone in the pattern so I dumped
the spoilers and circled a couple of times on the downwind leg while I
pointed out alternate landing areas to him. By that time, the runway was
cleared for us so we landed normally. No big deal.

Another time he suggested that we land right in front of the glider
parking area to save us the push from the runway. I declined, and used the
runway. Again, no big deal.

Vaughn

[Gary Boggs]

As an instructor,one of my favorite tricks is to set the altimeter
about 800ft low before the student gets in. The student inviably
turns the knob 200ft to minus 600ft, 1000ft lower than our field.
Then I keep asking how things look. Gets'em every time! The
lesson: Believe your eyes over the instruments!

On Apr 29, 7:59*pm, Michael > wrote:
> Hi all,
>
> My checkride is a long way off, but this evening I read the PTS for
> Gliders for the first time. *I noticed this section:
>
> "Use of Distractions During Practical Tests
> Numerous studies indicate that many accidents have occurred when the
> pilot has been distracted during critical phases of flight. To
> evaluate the applicant’s ability to utilize proper control technique
> while dividing attention both inside and/or outside the cockpit, the
> examiner shall cause a realistic distraction during the flight portion
> of the practical test to evaluate the applicant’s ability to divide
> attention while maintaining safe flight."
>
> Obviously, the Examiner isn't going to do anything dangerous, but what
> sorts of distractions have people encountered? *It is obvious when the
> distraction occurs....or is it something subtle?
>
> --Michael

[Mike Ash]

In article
>,
GARY BOGGS > wrote:

> As an instructor,one of my favorite tricks is to set the altimeter
> about 800ft low before the student gets in. The student inviably
> turns the knob 200ft to minus 600ft, 1000ft lower than our field.
> Then I keep asking how things look. Gets'em every time! The
> lesson: Believe your eyes over the instruments!

That's a good lesson, since the weather can do this to you too. The one
time I did it, I managed to do it to *both* altimeters in a two-seater,
and only discovered the error after getting off tow. Then I asked my
passenger what his read and found out that I did it to both seats. No
big deal as long as you're alert, of course, but I learned something
that day.

--
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon

[Jim Logajan]

GARY BOGGS > wrote:
> As an instructor,one of my favorite tricks is to set the altimeter
> about 800ft low before the student gets in. The student inviably
> turns the knob 200ft to minus 600ft, 1000ft lower than our field.
> Then I keep asking how things look. Gets'em every time! The
> lesson: Believe your eyes over the instruments!

Interesting. If your field elevation is under 1000 ft MSL I would have
assumed that the thousand-foot indicator pointing just left of zero would
be a tipoff.

[TonyV[_2_]]

GARY BOGGS wrote:
> As an instructor,one of my favorite tricks is to set the altimeter
> about 800ft low before the student gets in.


LOL! I do that too. Our field elevation is about 500 MSL and before the
student gets in, I'll set it to -500 MSL.

Getting back to examiner distractions and/or other things. My students
have reported among the following:
- miss-setting the altimeter as per above before flight when the
applicant is not looking
- purposely failing to lock the canopy (easy to do in a 2-33, more
difficult in other aircraft).
- suggesting chasing distant or downwind thermals.
- raising/lowering the gear while the examiners says "look at that
airplane over there".
- blocking the spoiler handle with his knee.
- suggesting a much longer downwind.

You get the picture.

Tony V

[Ralph Jones[_2_]]

On Wed, 29 Apr 2009 19:59:45 -0700 (PDT), Michael >
wrote:

>Hi all,
>
>My checkride is a long way off, but this evening I read the PTS for
>Gliders for the first time. I noticed this section:
>
>"Use of Distractions During Practical Tests
>Numerous studies indicate that many accidents have occurred when the
>pilot has been distracted during critical phases of flight. To
>evaluate the applicant’s ability to utilize proper control technique
>while dividing attention both inside and/or outside the cockpit, the
>examiner shall cause a realistic distraction during the flight portion
>of the practical test to evaluate the applicant’s ability to divide
>attention while maintaining safe flight."
>
>Obviously, the Examiner isn't going to do anything dangerous, but what
>sorts of distractions have people encountered? It is obvious when the
>distraction occurs....or is it something subtle?
>
>--Michael

Not precisely a distraction, but Jim Foreman once pulled a move on me
during a club annual that was a nice dose of the unexpected. He had me
box the wake, and at the bottom left corner he popped the release to
see if I would automatically make the right turn -- which would be
into the rope. Of course, he had his knee positioned to block the
stick if I did...;-)

rj

[TonyV[_2_]]

> Interesting. If your field elevation is under 1000 ft MSL I would have
> assumed that the thousand-foot indicator pointing just left of zero would
> be a tipoff.

You'd think - but it ain't so for about half of the folks I pull that
trick on.

Tony LS6-b "6N'

[Mike Schumann]

During my check ride for my private pilot's license many years ago, the
examiner showed up claiming that he was in a hurry, because he just got back
from a trip and his water heater was broken. I finally told him flat out
that if he didn't have the time to do the check ride, we should reschedule.
At that point he was cool. The whole point was to see if you would say NO.

Mike Schumann

"Michael" > wrote in message
...
Hi all,

My checkride is a long way off, but this evening I read the PTS for
Gliders for the first time. I noticed this section:

"Use of Distractions During Practical Tests
Numerous studies indicate that many accidents have occurred when the
pilot has been distracted during critical phases of flight. To
evaluate the applicant’s ability to utilize proper control technique
while dividing attention both inside and/or outside the cockpit, the
examiner shall cause a realistic distraction during the flight portion
of the practical test to evaluate the applicant’s ability to divide
attention while maintaining safe flight."

Obviously, the Examiner isn't going to do anything dangerous, but what
sorts of distractions have people encountered? It is obvious when the
distraction occurs....or is it something subtle?

--Michael

[Mike Ash]

In article >,
TonyV > wrote:

> > Interesting. If your field elevation is under 1000 ft MSL I would have
> > assumed that the thousand-foot indicator pointing just left of zero would
> > be a tipoff.
>
> You'd think - but it ain't so for about half of the folks I pull that
> trick on.

It's too easy to see that hand where you "know" it is instead of where
it really is, when you're paying most of your attention to the 100s hand
anyway.

--
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon

[Jonathon May[_2_]]

These are all good tests. In my 7 years as a basic instructor flying first
flights I have had only one real problem flight,that was when a" Lady "
started to scream at about 100ft and didn't stop untill we finished the
landing roll .Far more distracting because she could not be talked round
and would not shut up.
We beat the tug back.






At 04:44 01 May 2009, Mike Ash wrote:
>In article ,
> TonyV wrote:
>
>> > Interesting. If your field elevation is under 1000 ft MSL I would
have
>
>> > assumed that the thousand-foot indicator pointing just left of zero
>would
>> > be a tipoff.
>>
>> You'd think - but it ain't so for about half of the folks I pull that

>> trick on.
>
>It's too easy to see that hand where you "know" it is instead of where

>it really is, when you're paying most of your attention to the 100s hand

>anyway.
>
>--
>Mike Ash
>Radio Free Earth
>Broadcasting from our climate-controlled studios deep inside the Moon
>

[Mike125]

I don't see how a mis-adjusted altimeter gets by the pre-flight
checklist. Instruments: altimeter set to field elevation?

Mike

[BrianC-V6]

On May 1, 6:01*am, Mike125 > wrote:
> I don't see how a mis-adjusted altimeter gets by the pre-flight
> checklist. Instruments: altimeter set to field elevation?
>
> Mike

Do I detect a bit of "invulnerability" there. :)

It is easy to not be able to see how it can happen, until it happens
to you.

Under the right circumstances it can be very easy to do. To the point
even a highly trained, F16 Thunderbird pilot can do it i.e. Mountain
Home AFB Crash.

Brian
CFIIG/ASEL

[Mike Ash]

In article
>,
Mike125 > wrote:

> I don't see how a mis-adjusted altimeter gets by the pre-flight
> checklist. Instruments: altimeter set to field elevation?

You check it, see that it's a bit off, and set it so that it's correct.

All the while, never noticing that the thousands hand is in the wrong
place.

The human brain has a powerful capacity for illusion. If you "know" that
something is true, it can be difficult to see otherwise. Especially when
the object in question is small and you're not concentrating on it.

--
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon

[Mike125]

On May 1, 12:23*pm, Mike Ash > wrote:
> In article
> >,
>
> *Mike125 > wrote:
> > I don't see how a mis-adjusted altimeter gets by the pre-flight
> > checklist. Instruments: altimeter set to field elevation?
>
> You check it, see that it's a bit off, and set it so that it's correct.
>
> All the while, never noticing that the thousands hand is in the wrong
> place.
>
> The human brain has a powerful capacity for illusion. If you "know" that
> something is true, it can be difficult to see otherwise. Especially when
> the object in question is small and you're not concentrating on it.
>
> --
> Mike Ash
> Radio Free Earth
> Broadcasting from our climate-controlled studios deep inside the Moon

I agree anything can happen to anyone, especially me. Having the
altimeter off by 1000' is would be easy to overlook in a hurried
check. Having it off by several hundreds should be caught. I assume
that would grounds for failure on a check ride.

Mike

[Mike Ash]

In article
>,
Mike125 > wrote:

> On May 1, 12:23*pm, Mike Ash > wrote:
> > In article
> > >,
> >
> > *Mike125 > wrote:
> > > I don't see how a mis-adjusted altimeter gets by the pre-flight
> > > checklist. Instruments: altimeter set to field elevation?
> >
> > You check it, see that it's a bit off, and set it so that it's correct.
> >
> > All the while, never noticing that the thousands hand is in the wrong
> > place.
> >
> > The human brain has a powerful capacity for illusion. If you "know" that
> > something is true, it can be difficult to see otherwise. Especially when
> > the object in question is small and you're not concentrating on it.
>
> I agree anything can happen to anyone, especially me. Having the
> altimeter off by 1000' is would be easy to overlook in a hurried
> check. Having it off by several hundreds should be caught. I assume
> that would grounds for failure on a check ride.

Right, hundreds errors are easy and should always be caught, thousands
errors are tougher. When it happened to me, I think the altimeter was
reading around 0, with field elevation at 700ft. I turned it the quicker
way, ending up with a reading of -300ft, never noticing that the
thousands hand was under the zero. I didn't notice at any time during
the tow either, even though I was watching it in order to release at
3,700ft. It was only after release, when I could relax and take my time,
that I finally noticed that it was reading 1,000ft low.

--
Mike Ash
Radio Free Earth
Broadcasting from our climate-controlled studios deep inside the Moon

[Olin]

On Apr 29, 8:59*pm, Michael > wrote:
> Hi all,
>
> My checkride is a long way off, but this evening I read the PTS for
> Gliders for the first time. *I noticed this section:
>
> "Use of Distractions During Practical Tests
> Numerous studies indicate that many accidents have occurred when the
> pilot has been distracted during critical phases of flight. To
> evaluate the applicant’s ability to utilize proper control technique
> while dividing attention both inside and/or outside the cockpit, the
> examiner shall cause a realistic distraction during the flight portion
> of the practical test to evaluate the applicant’s ability to divide
> attention while maintaining safe flight."
>
> Obviously, the Examiner isn't going to do anything dangerous, but what
> sorts of distractions have people encountered? *It is obvious when the
> distraction occurs....or is it something subtle?
>
> --Michael

At the end of my private glider exam when on short final, the examiner
asked me to land on the taxiway instead and not to roll beyond a
certain point.

[TonyV[_2_]]

> At the end of my private glider exam when on short final, the examiner
> asked me to land on the taxiway instead ....


May we assume that you said "no"?

Tony