A good day!
Ya know it's going to be a good day when......
1. The applicant brings you a chocolate donut
2. The applicant is qualified and has current endorcements
3. The oral goes smoothly and there is no "Googling" answers
4. The applicant actually knows that water sinks and fuel floats
5. The applicant calls ground on the ground freq and tower on the tower freq.
6. The applicant has a airport diagram and sectional chart in his/her lap and not in the baggage compartment.
7. The applicant doesn't have to guess what the emergency frequincy is
8. I don't have to recover from a spin, settling with power or any other botched maneuver
9. The applicant recognizes errors and makes corrections
10. The applicant brought you a chocolate donut!
There a few show stoppers that will end a check ride pretty quickly. The FAA doesn't give the Examiner any choice in the matter and if you think about it, even just a little, the check ride should end with the Notice of Disapproval.
DPEs can NOT allow an applicant to exceed any aircraft limitations or break any regulation. That means the Examiner will likely stop the applicant before the issue happens. When that happens it's called "examiner intervention" which means the ride is over and results in a Notice of Disapproval. I've heard many stories from pilot examiners. One Examiner had to stop an applicant from climbing in to Chicago's Class B airspace and just recently another Examiner had an applicant attempt to fly an aircraft over gross weight.
Anytime an examiner has to take the controls to recover from a bad situation is also means for the Notice of Disapproval. You know those situations where your instructor quickly grabbed the controls to save the day? Well you don't want any of those situations on a check ride. I've seen these situations a few times. They are usually the result of one of two issues. The first issue is the applicant just wasn't trained sufficiently or correctly. For example, I've been spun several times on check rides. The second issue is the pilot exceed a personal limitation. For example, the applicant choose to fly on a day where the winds are 20 gusting to 30 and the only runway available results in a cross wind of 17 knots. I'll ask during the oral what is YOUR max cross wind componate. During the debrief I will ask why you went flying when you said you wouldnt fly with more than an 8 or 9 knot but the current cross wind was twice that! (I actually had an applicant tell his reason was he knew I would save the situation if it went bad. Unfortuatly for him, it did).