David

Am I a little disappointed about yesterday? Yes. I had my mind set on getting it all done at once and hoping to not have to initiate a discontinuance. 

But, there is little anyone can do about the weather and as we all know, Florida weather can throw a wrench into any plans.

Now you may be asking yourself if I am getting an instrument, why should clouds be a factor? Isn't that the whole reason why I am working on this rating? The answer is two-fold and what one might say is a Catch-22.

First, to fly through/in clouds, legally, I need to file an instrument flight plan. To do so, I need to be instrument rated; the point of doing this exam! We could file a flight plan under him, but then let's assume the weather deteriorates to the point of near zero visibility. As a pilot, you have what are called personal minimus, what weather conditions you are comfortable with at this point in your flying time. Would I be comfortable flying in near, true zero, visibility? No. Most of the training is done in a simulated environment with a view limiting device. I have some actual IFR experience, but it is very limited. Not only that, but fuel is another consideration. If the entire area is covered in bad weather, I would have to consider an alternate or worst case, declare an emergency and land in horrible visibility. Needless to say, adding those elements to a checkride, while definitely a learning experience, are not additional stresses desired for this event. 

But, the second problem then arises. While I can go fly under visual flight rules, which is what a private pilot does, I still have to be mindful of distance limits from the clouds. During approaches, there are minimum altitudes one must be flying to cross a point.

(In the attached image, there is a point called PETSE and the 2500 with the line under it, means you have to cross it AT OR ABOVE that altitude, NOT BELOW.) Yesterday, if we were to fly, there was a very high probability that to meet that minimum crossing altitude, we would be flying too close or into the clouds. Hence, we would have been breaking the rules and not only should I not do so, it would look especially reckless if the DPE did too. 

Even though it is two months away, there are a few things to consider. It allows some more time to polish the flying portion. Second, this DPE is returning within the 60 day window and even if, some worst case scenario happens and it is after the 60 days, legally say the 61st, as I brought this situation up, he said that even though technically we would have to redo the whole checkride, that we have done the oral and would not need to again. Some DPEs, even when they issue a discontinuance, will charge you an additional fee to come do the flight portion. I understand if he does not come back, I will have to pay someone else to finish the flying part. But, he flat out said, he does not charge an additional fee for a flight portion secondary to a discontinuance. While the fee is not the end of the world to me, it is still a savings. More importantly, I want to start and finish with the same DPE. 

For now, I am just going to fly with my instructor or someone else until he departs for his new job and then get this done when able!

Que será, será.