I was a 135 Pilot for eight years (2 yrs Chief Pilot and Check Airman), a 121 pilot now for 12 years, and a DPE for 14 years. I've had one unsat in my career. I can honestly say that in all that time, in all the checkrides I've observed, taken, or given, I've NEVER seen a checkride that was unsat because of one minor issue.

I guess it could happen, but I could win the Power Ball too. When I give a checkride today, I generally let it go long enough to where the applicant can see that it should be unsat. If they don't see it, well that says more about them then the task they've not done correctly.

Take a hard look at your failures in life, ask yourself what was YOUR part in it, and try to do better going forward. And don't go around blaming everyone else. If I was on a hiring board, that in a nutshell is the attitude I'd be looking for. Good luck with what will surely be a wonderful career (if that's possible anymore).

I know ONE company that does it that way

:p

Some don't. In my very first airline interview I was asked if I had ever failed any checkrides other than the CFI. I asked why are they not interested in knowing if I had failed that one and the response from the chief pilot was "too many people fail that one at least once to really take it as an honest indicator, so I don't think it counts".

The funny thing is that if a Lawyer screws up bad enough, it could cost someone their life as well. But at an interview they're not asked to reveal how many times it took them to pass the Bar exam. If they have passed it, that's all that matters, even though like in Aviation, people entrust their lives to them. Cruz, "you're my boy blue!"

"One engine inoperative procedures" was what was listed on the disapproval notice. I would be willing to do a training contract, just stop treating those us who have had some challenges like excrement.

You are not all examiners though. On my CFI initial, my chandelles were in his opinion unsatisfactory. I got credit for every other maneuver. I got the required three hours of retraining, retested on the chandelles with a different inspector, and all was good. I learned nothing in the retraining, I did nothing different on the second ride, and never felt that my chandelles were unsatisfactory to begin with.

My point is that while it seems that you have the big picture in mind when you give your rides, you can't assume that every other examiner does.

A few seconds of inattention at a critical time (ala 3407) and 50 people die :confused:
I know you are trying to draw a parallel with death penalty cases and legal mistakes, not objecting at the right time, or missing a piece of critical detail - but that is why there is a long and drawn out review/appeal process. Trying to say that one carries the same amount of time sensitive / one step away from serious injury or death is a little overplaying the subject in my opinion.

I work with a lot of former FSDOs in my current job and I've asked them a few times since seeing this on the forums about failing, records, reasons, etc.... Every one of them says that unless an applicant almost killed them doing something wrong that they don't fail on a single item - especially one that could be contested such as a recommended practice right out of the POH. Personally I think it would be a poor debrief if a DPE wouldn't sit down with you after a bust and debrief you in *detail* exactly what you did wrong. I know it is a different environment, but if I ever failed anyone on a flight then it was well debriefed and documented because the paperwork and reasons were scrutinized for validity. Even when listening to students discussion the flight or the outcome it seemed to be a little more narrow in focus than the actual flight/sim.

I too don't think that training contracts are necessarily a bad thing as long as they protect both parties, but that hardly seems to be the majority case. Those contracts do not seem to garner support from most in the industry though.

USMCFLYR

IFB -

As a DPE, are your pass/fail statistics by certificate or rating anywhere for prospective clients/schools to research (internet, FAA database, personal records, etc...)

USMCFLYR

ok so where to 121 wash outs play into effect here. example...i know someone...no this isnt "i had a friend who..." it really isnt me...that washed out of training at a 121 then went to another regional, no i wont name which one to bait the flame, that is known to hire unsavory characters. he simmered there for a while and later was hired at one of the more reputable regionals. idk the rest of his record but it seems to me that a 121 washout would be considerably worse than a checkride bust or two...just sayin??

I would definitely agree. I'm actually surprised that the second regional took him. I thought if you washed out of a 121 training program that was the 'black mark' - so to speak.

There have been airlines that are known to be shady when washing out applicants.